WORLD’S BEST DRIVERLESS LINES 2017 Market study on driverless metro lines and benchmark of network performance Foreword

In tomorrow’s megacities, citizens’ megacities which are coming into view selected route will take on increasing in emerging countries in Asia, Africa and importance (in , journey length South America as well as the challenges grew by 63% between 1982 and 2008 presented by the peripheral urbanization according to INSEE, France’s National of highly dense big cities in developed Institute of Statistics and Economic European countries. Studies). This panorama on “smartization”, which At the same time, citizens’ habits regard- optimizes and streamlines urban mobil- ing transport change as result of pres- ity highlights France as the flagship of sure, from environmental responsibility driverless metro system operations. The which is more present in their conscience momentum of its authorities and industry and, on the other hand, from congestion in the segment has propelled the country in city centers. The “transport mix” in big to the top of the pack in the global driv- cities has clearly shifted from the individ- erless metro market. ual car towards mass . A transport system’s performance is based Faced with the challenge of transporting on strategic choices made over the long more passengers in a continuous and fluid term by the organizing transport authority way, and with the challenge of increasing and tactical and operating choices made line capacity that is already saturated, the by the operator. driverless metro system brings practical solutions: high (up to 60’’ for Through its vision, the organizing trans- ’s metro), high flexibility (adapting the port authority comes up with a transport service frequency to real time demand), solution that meets mobility demands high service level (24/7 service, .g. modelled for several years (generally, the ’s metro) and higher commer- organizing transport authority’s vision is cial speed (up to 44km/ in ). for a 10-30-year period). In reality, this choice which seems to have little impact In addition, driverless metro systems con- on metro line operations proves decisive siderably reduce operating costs (by up to for: 40%) mainly bringing with them human resources flexibility. This means public // Mobility quality perceived by the transport prices are significantly reduced user, closely linked to the density and accessible to more of the population. of the stations (varying between 0.54 station/km for Dubai and 2.17 www.wavestone.com By making the most of all these advan- stations/km for Lausanne), with tages, the driverless metro system will, the theoretical headway and Wavestone is a consulting firm, created from the merger of Solucom and Kurt Salmon’s European Business there- (excluding retails and consumer goods outside of France) Wavestone’s mission is to enlighten and guide their in the next five years, strategically meet fore the transport system’s capac- clients in the most critical decisions, drawing on functional, sectoral and technological expertise. the challenges of decongestion in the ity (varying between 1’ for the Lille

*See glossary.

2 3 metro and 6’ for the ), Transport service quality perceived by // The diverse nature of the socio-eco- Finally, in its analysis, Wavestone adopts at the commercial speed brought the customer is also thought to be linked nomic differences of the served areas, a weighting factor which reflects the about by the choice of rolling stock to settings that are endogenous to oper- between cities and even countries old-age of the infrastructure and rolling and accessibility, often standardized ations, which do not depend on the orga- // Citizens’ different perceptions faced stock. At similar operating performance, a by strict rules nizing transport authority. This perception with qualitative issues (safety, clean- network with major operating constraints due to its age, reveals an operator’s // A recovery in the operator’s opera- of quality is achieved through a passen- liness) based on their country ger measured by the potentially more advanced competency. tions which depend on the quality satisfaction level // The scope of the inquiry which varies A change to this factor would have an of the return good disposed of by operator itself, with the operator’s own according to author (operator, orga- impact on the global ranking: by reducing the organizing transport authority indicators undergoing self-monitoring nizing transport authority and third such this factor, the best metro lines in the and the ageing of the network and i.e. monitoring by the organizing author- party). The scope for an authority or ranking may see their rank lowered, but rolling stock. As a result, investment ity which seeks to measure the differ- third party is often larger than that the score will no longer precisely reflect for the operator and additional oper- ence between the thresholds set in the of an operator, which is sometimes their operational excellence. ating costs for maintenance are to be operations contract and users’ perceived impartial planned for performance.

The study shows that the operator has a Wavestone chose to compare users’ satis- much more important role to play than the faction levels in two domains for which the As part of the development of its expertise in the trans- in the benchmark target as their context, ser- organizing transport authority in improv- operator’s margins are significant: peo- port sector, Wavestone’s Transport & Travel practice vice and operation are not comparable with ing the service delivered to the customer: ple’s cleanliness and safety. For the first has taken a deeper look at mass urban transport by “heavier” systems such as metros and are not the transport experience. It may compen- domain, lines including Lyon, Barcelona, drawing on the existing network of our international used in the same way. sate for choices made by the organizing and top the rankings with offices to enhance the knowledge base of our local and transport authority which are judged as positive opinions from users, reaching / The study analyses 25 of the 40 driverless metro international clients. lines existing worldwide in February 2017, for sub-optimal, ensuring a high rate of punc- 99.3% for Lyon, versus less than 70% affecting all transport modes which information is considered as available, tuality and frequency (varying between for Vancouver and . For the second The trend of automation (including autonomous cars, autonomous and accessible and reliable, notably thanks to our 93% for Lausanne and 99.73% for Taipei) domain, the operator’s efforts are cru- hyperloops) quickly shifted the focus of the study to international offices, thus providing the items and a group of innovative connected ser- cial even if the socio-economic context driverless metro lines, a mature and rapidly expanding necessary for a comparative analysis. vices which transform urban mobility. of the area served by the metro line technology, the data for which is fully accessible, unlike has an important role. Regarding safety, This survey is notably based on: Likewise, the operator’s expertise is cru- those for disruptive systems, which are new and have Copenhagen, Dubai and Taipei come out / The collection of documents from different cial in guaranteeing efficient, reliable and little market presence. sources and supported by Wavestone’s inter- above all profitable operations, particu- with user satisfaction rates that exceed To carry out the study, Wavestone limited the scope to larly for ageing networks and rolling stock 90%. national offices. a representative and coherent sample: such as that found on the following metro / A series of interviews with major players in Nevertheless, the comparison of users’ systems: Lille (35 years’ old), Lyon (26), / Driverless metro lines* mainly transporting pas- urban transport and experts in the field. satisfaction between different networks Taipei (21) and Vancouver (31). Network sengers on back-and-forth journeys including remains a tricky task due: / Analysis work serving to compare driverless operations of this type may easily gen- commutes. metro lines in three respects: the performance erate uncontrollable maintenance costs // The difference in terms ofmethods / Collective driverless transport lines such as light of infrastructure and rolling stock; the reliability which have a direct impact on the orga- for measurement between the differ- rail transit (LRT)*, people movers* and auto- and quality of the service; and the innovation nizing transport authority and the user ent lines and the type of surveys or mated guided transit (AGT)* are not included demonstrated by the operators. through a higher transport price. inquiries conducted

*See glossary.

4 5 Authors Contents

before pursuing it in transport and multimodal Philippe Menesplier mobility consulting. Generalist of passengers and fret transport, expert Philippe Menesplier, Partner, in externalities and LCA Life Cycle Assessment, he has more than 20 years Juliano works regularly on strategic benchmarks of experience in strategy and studies in the service of major industry players: and management consult-  operators, transport organization authorities and Introduction of the study ing. He managed numerous equipment manufacturers. studies and clients’ deliver- 09 ies for urban mobility market [email protected] actors: organization, industrial strategy, optimiza- tion and lean management. Also, he delivered important transformation pro- grams for companies evolving within the transport infrastructure industry, and he regularly conducts Jonathan Longo studies on multimodal mobility in megacities and Jonathan is part of Energy, Description of scope and methodology agglomerations. Utilities and Transport Practice of Wavestone. 29 [email protected] Following several years of experience in the energy sector (investment fund, bank, energy producer and distributor), he got the opportunity to help many Aurélien Gué private and public entities in the scope of market Summary of the comparative analysis of driverless Aurélien Gué is a Senior analysis, business model conception and bench- Manager and expert in new marks deliveries. 35 metro lines uses that are deeply chang- More specifically, he addresses problems mixing ing our day to day living and energy and transport: smart city, green mobility, the business model of the etc. industry players. [email protected] He managed several strate- gic studies related to new mobility solutions (air transport, mass-transit, etc.) and conducted major A detailed benchmark of the driverless metro lines transformation projects in the fields of passenger’s 57 under reviews experience and operations for major transport and Franck Benoit retail actors. Franck Benoit, Business [email protected] Analyst, he initiated his career in transport and travel consulting. He grad- uated from the “Institut d’Etudes Politiques d’Aix-  Juliano Naoufal en-Provence”, public affairs Appendices and holds a Master’s degree in Business Law from 97 Juliano Naoufal is a con- sultant within the Energy, Aix-Marseille University. Utilities and Transport His double expertise allows him to advise public Practice. Following several transport operators in conducting their strategic years of studies in transport projects. He is particularly interested in the rela- and sustainable develop- tion between mobility operators or providers and ment at the “Ecole des Ponts ParisTech”, Juliano transport organization authorities. started his career in the air transport industry [email protected]

6 7 Introduction UN VISUEL of the study

8 9 Africa and Asia are set for Asia (55%) and 3 in Africa (10%). In 2030, Mobility, a key issue strong urban growth, leading 23 of the world’s 41 cities with over 10 to the advent of new megacities million inhabitants will be in Asia (56%) and 6 in Africa (15%). in tomorrow’s cities on the two continents The 10 new megacities will be in Asia Megacities are concentrated in Asia and (Pakistan, India, Thailand, Vietnam), Urbanization is on the rise in in China and five in India. The figure will rise Africa: in 2016, 17 of the world’s 31 cities Africa (South Africa, Tanzania, Angola) all the world’s megacities, to 41 by 2030. The world is currently home with over 10 million inhabitants were in and South America (Colombia). particularly in emerging to 7.3 billion people, over 54.5% of whom live in cities. By 2050, the world population Top 10 Cities with the Strongest Population Growth between 2016 and 2030 countries will rise to roughly 9.7 billion, with over 65% Top 10 Cities with the Strongest Population Growth between 2016 and 2030 of the total living in cities. The Hyderabad 38.6 global urban landscape is in the midst Hyderabad 38.6 Asia (Bangladesh, Pakistan, India) Ahmedabad 39 Asia (Bangladesh, Pakistan, India) of e deep-seated change. In 1950, only The number of megacities is on the increase, Ahmedabad 39 Bangalore 41.2 Africa (Tanzania, Angola, Nigeria, RDC) New York and Tokyo had a population of a trend accompanied by urban sprawl, Bangalore 41.2 Africa (Tanzania, Angola, Nigeria, RDC) Lahore 45 Lahore 45 over ten million. In 2016, some 31 cities are which gives these cities an interface role Karachi 45.1 Karachi 45.1 home to over ten million people, six of them through an effective transport system: Dhaka 50.1 Dhaka 50.1 Kinshasa 65.7 Kinshasa 65.7 Lagos 77.4 Lagos 77.4 2016 - The World's 10 Biggest Cities (population in millions of inhabitants) Luanda 81.8 Luanda 81.8 Dar es Salaam 98.9 Dar es Salaam 98.9 Tokyo 38 • China (19% of the world population) and 26.4 India (18%) are the world’s most populous Dehli Geographical Breakdown of Cities Entering the Rankings of Megacities 24.5 countries, each with over one billion Geographical Breakdown of Cities Entering the Rankings of Megacities Bombay 21.4 inhabitants. with Over 10 million Inhabitants in 2030 São Paolo 21.3 • Only four megacities are not on the Asian Mexico 21.2 continent: São Paulo, Mexico, Cairo and 10 New York. 10 Chine France Allemagne Pékin 21.2 Chine France Allemagne 20.3 • None of the megacities are in Europe, and Asia Italie Royaume-Uni États-Unis Cairo 19.1 Cairo is the only one in Africa. Asia Italie Royaume-Uni États-Unis 30 60 Africa New York 18.6 30 60 Africa South America South America

2030 - The World's 10 Biggest Cities (population in millions of inhabitants)Chine France Allemagne

Tokyo 37.2 • Seven of the ten most populousItalie citiesRoyaume-Uni are États-Unis Source: United Nations, The World’s Cities in 2016. Dehli 36.1 in Asia Shanghai 30.8 • India will overtake China as the world’s Bombay 27.8 most populous country in 2022. 2000 Pékin 27.7 • Bangladesh (Dhaka) and Pakistan (Karachi) Dhaka 27.4 are highly populated and capital-centric. The rapid expansion of these cities, and the emergence of a middle class resulting from the 24.8 Karachi • The population of Nigeria (Lagos) will far-reaching1500 economic transformation in these regions, make urban mobility a key issue for Cairo 24.5 overtake that of the USA in 2050, with the these countries. The urban transport market will be increasingly concentrated in these two regions Lagos 24.2 country becoming the world’s third most Mexico 23.9 in the coming decades. populous. 1000 Source: United Nations, The World’s Cities in 2016. *See glossary. Chine France Allemagne 500 10 Italie Royaume-Uni États-Unis 11

0 To prepare for double-digit Mobility that goes above user behavior since the arrival of digital is supplied to transport authorities urban growth, the world’s and beyond the tradi- technology. A day-to-day issue for all the through partnerships (as with the biggest cities need to start tional, technical and population, transport is naturally a key Waze Connected Citizens Program). functional definition of transport focus in efforts to develop Smart Cities. thinking about sustainable to adopt a service-based and more mobility here and now Data is used to assist pas- modern approach: mobility condi- Shorter journeys and lighter tions (comfort and well-being, wait- sengers, who now have Worldwide, the urban population overtook ing times, information access) are access to an unprece- transport modes around dense the rural population in 2007. In a world of becoming crucial, with users more dented urban transport offer with and increasingly decentralized cities, city dwellers, whether commuting concerned about the time than the increasingly varied transport modes agglomerations or traveling for family or leisure purposes, distance of their daily journeys. (collaborative modes, bike fleets, are in movement: mobility is an integral self-service cars, etc.) accessible in Commutes are growing increasingly part of their everyday lives. Mobility that takes account just a few clicks thanks to digital longer. The average commute distance in of the back-and-forth advances in the sector. Transport France has risen 63% in the last 30 years. Today’s cities are congested, traf- travel characteristic of data, widely shared on an open-data This is mainly a result of the widespread fic-jammed and polluted. Tomorrow’s large cities, in which inhabitants take basis, are behind new comparative migration of inhabitants to peri-urban cities need to address the mobility issues the same routes back and forth in services, such as CityMapper. areas, which in turn results from the sub- of their inhabitants – and the manage- the same day, mainly as part of their stantial growth in the population of cities ment of transport flows has become a The availability of trans- commutes. and increasing pressure on urban areas. crucial issue. Tomorrow’s hyper-connected port data is also enabling and smart cities (which are just around the transport organization The socio-economic and ecological corner) also need to take a new approach Clickable, efficient and authorities to better plan the impact of the daily commutes stem- to mobility: personalized transport for development of their networks by ming from this shift is considerable. The adapting transport offers to pas- Mobility adapted to the augmented mobility in the Smart economically active population is more senger flows, with electronic tickets characteristics of tomor- stressed and productivity is on a non-stop City improving the analysis of journeys, row’s cities: the modern decline, negatively impacting the urban connections and so on. metropolis – the “Smart City” – is For economic and ecological reasons, economic fabric. larger and more densely populated, large cities around the world are seeking The use of real-time To address this problem, countries, and a place of 24-7 mobility with peaks in to shift to a Smart City model. They are sharing is improving often developed countries, are seeking transport use that require transport exploring a broad range of fields – includ- the responsiveness of to bring homes closer to workplaces and authorities to be adaptable. ing energy, waste management, water the transport offer and serving to even concentrate them in peri-urban supply and enhanced transport – and enhance mobility. Transport users Mobility that respects the micro-centers (such as those in Seine digital technology is playing a vital role in are increasingly called on to provide environment: mobility Saint-Denis and -Saclay outside optimizing the way these services work. information on the functioning of today is overly polluting; Paris). the network in real time (with Waze it needs to be approached as part And so the transport sector is in the and Moovit, for example), and the The adoption of this approach in the of the efforts to shrink the environ- midst of a major transformation, with information collected in real time national strategies of various countries, mental footprint of the Smart City. far-reaching changes in the offer and in

12 13 along with the rise of these “micro-cities”, Average Commute Distance in France Tomorrow’s smart city will be Copenhagen and to Dubai whose populations are considerably lower (in km) served by a higher-performance and Vancouver; than those of cities, presages a switch mass transit solution: the > it is more flexible to operate, both from a mass transit network, such as the 15 in technical and HR terms: automatic metro, to much lighter micro-networks +63% driverless metro solutions can be quickly adapted to . such as people movers and “New mobilities” are a new way for get- available capacity by minimizing or 10 ting from A to made possible by emerg- even eliminating constraints linked A product of this model, the Grand Paris ing models and technologies and rolled to drivers. Express system serves to out through high user adoption rates, decentralize the City of Paris and paves 5 It creates a better service including electric cars, autonomous shut- the way for the arrival of tomorrow’s for passengers tles and carpooling. But these systems peri-urban micro-cities. > it helps to reduce wait- are not adapted to mass transit, involv-

0 INSEE. Source: ing times on platforms by provid- ing faster passenger throughput rates on 1982 1994 2008 ing a more frequent service and high-pressure routes and in a sustainable faster commercial speed than con- manner. ventional metros while maintain- Current Urban Transport Model Future Peri-Urban Transport Model Driverless metros stand as an intelligent ing top-level punctuality; and innovative mass-transit solution. > it offers a better passenger experi- Driverless technology meets a certain ence through more recent trains and number of the objectives involved, includ- renovated stations. ing high capacity, speed and regularity, It is a reliable means of reduced operating costs, adaptability, and transport requiring lead- flexibility in terms of human resources. It ing-edge expertise fulfills the criteria of a new approach to By eliminating the risk factors mobility: stemming from human driving, the It is adapted to the driverless metro achieves higher requirements of future safety and reliability rates than cities conventional metro systems*; the > it is integrated in the urban envi- introduction of platform doors ronment and responds to the also limits the risk of accidents and demand for diversified mobility from human presence on the . Metro-style mass transit line Light or people-mover line with very low capacity

*See glossary.

14 15 For example, the driverless selected with a view to decentralizing the metro is central to the Greater city, reducing commute times and, above all, Paris transport strategy and creating peri-urban socio-economic centers of interest able to relieve congestion in the the decentralization of the city capital.

The initial part of the Greater Paris trans- The law relative to Greater Paris provides port plan concerns the modernization for a specific organizational model for the and extension of the existing network. Grand Paris Express, whereby technical This includes extending the RER E line and infrastructure management is handled by the metro line, creating high-level-service RATP and the operation of the lines is han- buses and trams, modernizing RER trains dled by operators selected through tenders. and improving Transilien regional train lines. While the reform of collective transport in The second part of the transport plan is Île-de-France brings all operators access focused on the creation of new driverless to the network in free and non-discrimina- (and formally provides for metro lines, the “Grand Paris Express”. The tory conditions a seamless connection between the activ- aim is to build 205km of metro lines and 72 ities handled by RATP and those handled new stations, to enter into service between by the network manager), operators have 2018 and 2030. expressed reserves as to the organization As with similar projects in other large model selected and the fairness of the call cities, the Grand Paris Express project was for competition.

16 17 Key figures on driverless metro lines worldwide

and the financial performance List of Driverless Metro Lines Worldwide Copenhagen of automation Paris Over 5m inhabitants (city population) The lines analyzed in this study are underlined Lille Between 1m and 4.9m inhabitants (city population) Line 1 London Under 1m inhabitants (city population) Nuremberg Over 10,000 inhab./km² (population density) Line U2 / Line U21 Between 5,000 and 9,999 inhab./km² (population density) Rennes Under 5,000 inhab./km² (population density) Line A Budapest Lausanne Lyon M2 Line D The world’s 40 driverless metro* lines are concentrated in the EMEA Toulouse Brescia Line A MetroBs Line 1 region and South-East Asia Vancouver Line B Canada Line Skytrain Expo Line Milan Line Nearly 3/4 of driverless metro lines are 81% of driverless metro lines are located in Skytrain Millenium Line Barcelona Line 5 located in cities with dense urban popula- cities with over 500,000 inhabitants. Toronto tions (over 4,000 inhabitants/km²). Scarborough RT Line 3 Dubai Red Line Worldwide Green Line 40 Lines in 26 Networks NB: The UITP Observatory of automated metros has - counted 55 lines due to including in its scope certain people EMEA: APAC: 25% mover lines, LRT systems, AGT systems, trains with a >100 Busan 63% Asia Shanghai passagers/train capacity (vs a capacity of >400 PAX/train for São Paulo Line 10 25 Line 4 Yellow the Wavestone study), monorail trains (vs only due or 3-rails Taipei Europe South America for the Wavestone study) as well as Maglev technology (vs Brown Line 57,5 2,5 South Island Line 30 AMERICAS: only pneumatic or steel for the Wavestone study): scope 10 13% differences with this benchmark Observatory attributable 5 North America to the fact that the Wavestone study aims to compare performance on equivalent urban mass-transit technologies Middle East Kuala and use. Lumpur Sungai Buloh-Kajang Line Circle Line (CCL) North-East Line (NEL) Downtown MRT Line (DTL) Copenhagen M1 Paris Over 5m inhabitants (city population) M2 Line 1 Lille Between 1m and 4.9m inhabitants (city population) Line 14 Line 1 London Under 1m inhabitants (city population) Nuremberg Docklands Light Railway Line 2 Over 10,000 inhab./km² (population density) Line U2 / Line U21 *In the scope of this study, the definition of “driverless metro” is slightly different from the one adopted by the UITP, Between 5,000 and 9,999 inhab./km² (population density) Line 3 that considers 55 lines. The UITP includes in its definition people movers, LRT and AGT, which is not the case of the Rennes current benchmark. Under 5,000 inhab./km² (population density) Sources: Wavestone research and analysis, UN data, UITP. Line A Budapest Lausanne M4 Lyon M2 Line D 18 19 Toulouse Brescia Line A Turin MetroBs Line 1 Vancouver Line B Canada Line Rome Skytrain Expo Line Milan Line C Skytrain Millenium Line Barcelona Line 5 Line 9 Toronto Line 10 Scarborough RT Line 3 Line 11 Dubai Red Line Green Line Seoul Shinbundang Line Uijeongbu - U Line

Shanghai Busan São Paulo Line 10 Line 4 Line 4 Yellow Taipei Hong Kong Brown Line South Island Line

Kuala Lumpur Sungai Buloh-Kajang Line Singapore Circle Line (CCL) North-East Line (NEL) Downtown MRT Line (DTL) Overview and Key Figures of the World Driverless Metro Market

OPERATORS OPERATING THE GREATEST LINE MILEAGE FRENCH ENTITIES OPERATE NEARLY 1/4 OF THE WORLD'S 5 out of the 40 lines 104 NETWORKS (23.1%), FOLLOWED CLOSELY BY THE ITALIANS (19.2%) are operated by foreign players FRANCE CANADA CHINA 75 68 51 41 41 87.5% of the lines 36 36 35 31 7% 28 26 23.1% 7% 7% are operated by 19.2% national operators

ATM TMB Tisséo RATP Prasarana NeoTrans SBS Transit / SMRT Trains ComfortDelGro Translink / BCRTC OPERATORS OPERATING THE GREATEST LINE MILEAGE SMRT Corporation / Shanghai Jiushi Group Shentong Metro Group / 137

TOP 5 COUNTRIES IN TERMS OF DRIVERLESS LINE MILEAGE 50 49 41 120 38 35 34 34 31 31 30 93.2 76.5 74.6 57.9 ATM TMB Keolis Serco Tisséo RATP Prasarana SBS Transit / SMRT Trains ComfortDelGro Translink / BCRTC SMRT Corporation / Shanghai Jiushi Group Shentong Metro Group / France Canada Singapore United Italy Arab Emirates THE MAJORITY OF DRIVERLESS METRO LINES ARE OPERATED BY PRIVATE EXTERNAL PLAYERS TOP 5 CITIES IN TERMS OF DRIVERLESS LINE MILEAGE 86.8 76.5 74.6 Managed by external player 40 Managed by local player 51 (private law) 60 (public service) 44

Vancouver is the only network with 1 line managed by an external player (SNC-Lavalin) Vancouver Singapore Dubai Kuala Lumpur Lille and the other 2 lines by a public player (municipal council).

20 21 Driverless metro lines are // Station: the investments involved // Operating costs: the additional cost considerably more competitive in implementing platform doors are linked to the maintenance of platform than conventional metros and offset bysmaller platform areas for protection systems is offset by savings In terms of global costs per driverless metros and, consequently, on personnel costs and energy costs will become more so as they are lower civil engineering costs. This (15% lower for driverless metro lines). km, the driverless metro is industrially developed results from the higher-level service more competitive than the of the driverless metro in terms of conventional metro for a Highly competitive in terms of complete headways. cost: depreciation of infrastructure // Line: the costs of driverless lines are // Rolling stock: the additional cost naturally higher than those of conven- and rolling stock of over linked to the purchase of driverless tional lines. This is largely due to com- 30 years. trains is offset bya gain in the sizing munication and signaling. However, of the rolling stock, since automatic the use of CBTC communication is systems have better performance becoming more widespread for differ- (headways / commercial speeds). For ent types of metro, thereby reducing the same service frequency, the driver- the cost gradient involved. less metro requires 33%* fewer trains.

Investment Costs per Km (in € million) Operating Costs per Km (in € million)

21 21 0.5 0.5 27 +12% 15 27 +12% 15 –40% –40% 15 15 0.2 0.2 0.2 0.2 108 108 87 87 0.3 0.360.3 0.36

0.15 0.130.15 0.13 Classic metro AutomaticClassic metro metro Automatic metroClassic metro AutomaticClassic metro metro Automatic metro

Lines Stations Rolling stock Lines Stations Rolling stock Energy Maintenance Energy Maintenance Staff Staff on board Staff Staff on board

*Rolling stock manufacturers, Wavestone analysis. Hypotheses: Average line length of 14.5km, 30 trains per line, 22 stations on average per line, 200 drivers to operate a line. Sources: LVMT Laboratoire ville mobilité transport, The Economics of Urban Transportation 2007,

22 23 The share of pneumatic tires for 70% of total mileage built. But pneu- Technological trends and is falling to the benefit of matic links have an advantage in terms of steel wheel-rail links due sound levels and passenger comfort. challenges in metro automation to the specific expertise and maintenance constraints involved The know-how of the operator and tech- nological expertise are decisive. The two technologies have their specific charac- Operators need to adopt their by Siemens in 2013), indicate the future 10 manufacturers supplying rolling stock. teristics in operation, with pneumatic widespread use of the technology in Bombardier, and Siemens are the know-how to the growing use of systems requiring know-how in mainte- the rail sector in general and driverless leaders with 68% of total installed mileage. CBTC technology nance. In this respect, some operators, metros in particular. The preferred wheel-rail link in the mileage such as Serco and ATM, appear to prefer CBTC technology is the preferred sig- All the metro systems analyzed in this built in the last decade is steel, accounting steel links. naling solution with a 68% share of the study are equipped with CBTC signaling market. This solution combines safety and and communication. A wide range of sup- optimized frequency. Market Share of Steel vs. Pneumatic for Analyzed Sample (in %) pliers are represented by the benchmark The market of CBTC solutions suppliers is (see graph opposite). Toulouse London (DCL) highly concentrated: the top 3 suppliers, The Lille network is currently being Lille Copenhagen namely Bombardier, Siemens and Thales, redesigned and the new system is to Rennes Milan have a 78% share of the market (including Lyon (D) be equipped with Urbalis, supplied by Vancouver for non-automatic trains and metros). Lausanne 48 52 Dubai Alstom. But the delay in the project (esti- Paris (1 & 14) Barcelona The convergence of manufacturers mated at 4 years) means that the current Turin Nuremberg towards CBTC, as well as the invest- system (supplied by Siemens) will be Taipei ments involved (Invensys was bought out maintained for the next few years.

Pneumatic Steel Market Share* of Communication Breakdown of CBTC Subcontractors in System Suppliers (in %) the Sample Studied (number of lines) PneumatiC Steel Bombardier 1 22 Siemens Taipei • Better grip, system adapted to cities with • Lower energy consumption owing to reduced 40 Thales Alstom 1 + sharp gradients + rail friction • Better adapted to metro systems in cities Bombardier Lausanne • Less noise inside and better passenger 19 comfort with difficult weather conditions (e.g. Dubai, Other actors Ansaldo STS 2 • Better adapted to automated system by Nordic countries, etc.) 20 Milan (1), Copenhagen (1) avoiding wheel slip • Lower maintenance costs

Thales 6 • Not particularly energy efficient (+1% to 3%) • Recurring slip of train-rail link leading to *Frost & Sullivan data, Wavestone analysis. • Leads to higher maintenance costs control system problems London (1), Dubai (2), Vancouver (3) – – • Makes the system heavier, which means it • Longer headways owing to longer breaking Siemens 12 consumes more energy and acceleration times Toulouse (2), Lille (2), Rennes (1), Paris (2), Turin (1), • Higher fine-particle emissions than steel Barcelona (1), Nuremberg (2)

Sources: World Report on Metro Automation - July 2016, UITP. 24 25 What does automation involve // The possible creation of new main- for operators? tenance workshops adapted to The development outlook for solutions that are often specific to Technically speaking, operators need to: driverless metro lines, such as plat- driverless metro lines form doors. // Carry out the prerequisite work for the installation of platform doors Operationally speaking, operators need necessary for optimizing passenger to: safety. // Ramp up the driverless rolling stock // Roll out the automation system for during the transition phase operating The outlook for the development In 2025, Asia and Europe are expected train operation, which differs depend- in combined mode. Operators have of driverless metro lines looks to account for 33% and 30% of driverless ing on the desired headways: to make this transition with as few robust through 2020, driven by metro mileage, followed by the Middle East (25%) with ambitious projects such • For long headways, operators interruptions as possible. The com- large-scale projects can opt for a fixed-block com- missioning phase increases risks in as the . munication system (in which the service quality and requires specific With more and more people living in cities, China has announced the introduction position of the train is determined expertise on the part of the operator. mass transit systems increasingly have to: of two new driverless lines between now relative to a section of the line). // Optimize the existing urban and end-2017, one of them built exclusively This is a mature technique used Organizationally speaking, operators infrastructure as capacity can be with Chinese technologies. by driverless and manual metro need to: extended only to a limited extent. The lines. However, because it is only // Redeploy driving staff to con- solution in this case is the automation Completed and Projected Driverless Metro moderately precise, it cannot be nected positions (line control and of conventional lines. Lines* in Km and Growth Over 10 Years used for short headways. supervision). • For , operators // Develop new infrastructure on the 276% short headways // Upskill existing staff or hire the new 2,000 are required to implement a employees required to ensure the outskirts of cities offering users 1,800 mobile-block communication operation and maintenance of driv- high-quality service while keeping 1,600 system (in which train position erless lines. costs under control. and speed are determined in a 1,400 Automated technologies propose solu- precise manner). This necessarily 1,200 tions meeting both these requirements. calls for the roll-out of additional 1,000 technologies, namely ATP*, ATC* According to the UITP, by 2025 some 800 and ATO*. This in turn leads to 2,300km of driverless metro lines will 600 143% additional risks (of a technical be in operation, compared with around 400 nature). 800km today. 103% 200 The increasingly widespread use of CBTC 0 1990 2000 2010 2020* technology by all driverless metro lines

together with rising living standards in Source: World Report on Metro Automation - July 2016, emerging countries will boost the com- UITP. petitiveness of automation solutions and *The estimated number of kilometers by 2020 takes *See glossary. account of construction and/or automation projects increase demand. confirmed as of July 2016.

26 27 Description of scope and methodology

28 29 Scope of the study

Data access and reliability enabled us to analyze 25 driverless List of Driverless Metro Lines Worldwide metro lines* out of the total 40 existing in February 2017 within the scope of the study Network included in the comparative analysis Network not included in the analysis due to the

unavailability or unreliability of information Copenhagen M1 Paris Criteria Used to Define Scope Over 5m inhabitants (city population) M2 Line 1 Lille Between 1m and 4.9m inhabitants (city population) Line 14 Line 1 Under 1m inhabitants (city population) London Nuremberg Docklands Light Railway Line 2 Over 10,000 inhab./km² (population density) Line U2 / Line U21 Driverless metro*: a dedicated, rail-powered circuit mainly usedBetween for 5,000 com and 9,999- inhab./km² (population density) Line 3 Under 5,000 inhab./km² (population density) Rennes mutes, with several carriages (up to 6 or 8), raised access and a capacity Line A Budapest Lausanne M4 Lyon M2 of over 400 passengers Line D Toulouse Brescia Turin Line A MetroBs Line 1 Vancouver Line B Not including automated people-mover*, transit* and automated Canada Line Rome Milan Line C guideway transit* systems Skytrain Expo Line Barcelona Line 5 Skytrain Millenium Line Line 9 Toronto Line 10 Scarborough RT Line 3 Line 11 Pneumatic or steel rail link Dubai Red Line Green Line Seoul Excluding Maglev and Hyperloop rail links Shinbundang Line Uijeongbu - U Line

Shanghai Busan São Paulo Line 10 Line 4 Dual-rail or third-rail systems Line 4 Yellow Taipei Hong Kong Brown Line South Island Line Excluding monorail

Kuala Lumpur Automation level GoA 3 and 4* Sungai Buloh-Kajang Line Singapore Circle Line (CCL) North-East Line (NEL) Downtown MRT Line (DTL) Automation level GoA 1 and 2* excluded

*The terms used in the study are defined in the glossary.

30 31 Benchmark methodology

Icons denoting the fields to which the analysis Performance Fields Selected for the Benchmark of each page refers

Performance field Indicators concerned Proposed weighting Commercial speed Distance between stations 1 Performance of infrastructure and rolling stock Headway 1 Accessibility Intrusion rate in network

Punctuality and/or availability and/or regularity Cleanliness Service reliability and quality 2 Passenger information 1.5 Passenger safety

Available communication networks Field assessed but not included in the Innovative mobility service (route planner, etc.) 2 Auxiliary or innovative services final grade attributed New technologies (NFC, IoT, mobile) to each metro line

The difference in performance between 2 driverless metro lines can be attributed to a great extent by the operator’s ability to effectively operate the lines in question. Infrastructure and rolling stock are key to the performance of a network but with room for maneuver in the much longer term.

32 33 Summary of the comparative analysis of driverless metro lines

34 35 The performance of the world’s Grades for the Performance of Perspective driverless lines: a perfect Driverless Metro Lines (out of 5) balance between infrastructure Infrastructure x Operation / Network age

and operation at the service of Lille - Line 2 4 passengers Lille - Line 1 4 The performance of a transport system – The architecture and geography London - Docklands 27 - 37 including driverless metros – is impacted ** of the network: involving the The performance of driverless metro lines Light Railway 4 by a set of factors external to the orga- uneven exposure of rolling stock is assessed through a complex equation of Toulouse - Line A 3.9 nization of the operator or transport to its environment (underground, the operational ability to deliver a trans- Taipei - 3.8 authority overground) and specific needs port service adapted to mobility behavior Lyon - Line D for fulfilling transport demand (air and the optimization of the transport con- 3.8 This means that the distinctive character- conditioning, heating). ditions of the journey experience. Rennes - Line A 3.8 istics of each network have to be taken / The correlation between the Paris - Line 14 3.7 into account in order to contextualize the The “load curve” (breakdown of / strong by transport Vancouver - Expo Line analysis ** passenger use over the day): constraints imposed 3.6 authorities (short headways) and the involving peaks of varying extent Toulouse - Line B 3.2 Consequently, the following character- punctuality of the service is vital to that may have an impact on punc- Copenhagen - M1/M2 3.1 istics or factors need to be considered tuality (passenger incidents, etc.). performance. when comparing performance: Turin - Line 1 3.1 // Ageing networks require opera- The socio-cultural characteristics Dubai - Red line 3.1 The age of the network: entailing tional overperformance on the part ** of the user population: involving of operators. Dubai - Green line 3 * growing obsolescence costs with the uneven use of public services, Nuremberg U2 the age of the infrastructure and with particular impact on cleanli- // The experience operators have of a 2.9 rolling stock, as well as the corre- ness and safety. network and their length of service Nuremberg U3 2.8 sponding adapted processes for are decisive to the performance of Paris - Line 1 2.7 maintaining the line in operational an driverless metro line. condition. Lausanne - M2 2.6 The design, construction and commis- Barcelona - Line 9 2.5 The requirements included in the sioning of an driverless metro line present Milan - Line 5 2.4 * delegation contract (headways): *Factor taken into account in the grade value added for the city and its popula- Vancouver - Canada Line 2.3 involving an operational strategy attributed to the metro line. tion, as vital as it is a difficult activity for on the part of the operator capa- transport authorities and operators. Vancouver - Millenium Line 2.1 ble of delivering performance **Factor not taken into account in the 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 consistent with contractual grade, but assessed in the analysis of the The most recent driverless lines and net- ATM Keolis Serco TL requirements. results. works demonstrate high levels of reliabil- BCRTC SNC Lav. TBM TRTC ity that need to be maintained over the GTT RATP Tisséo VAG long term if they are to become world leaders. Sources: Wavestone grades and modeling. The grade being the weighted sum of infrastructure performance (weight=1), operational performance (weight=1.5) and the network age indicator (weight=0.5).

36 37 The highest-performance driverless metro lines share the same characteristics of excellence Infrastructure and rolling stock performance The best driverless metro transport services all score high on 4 key points related to infrastructure and operation: The performance of the Grades for the Performance of infrastructure and rolling Infrastructure and Rolling Stock* (out of 5) stock of the world’s driverless Vancouver - Expo Line 4.3 The able management of metro lines underpins their Strong punctuality Toulouse - Line A 4.3 ageing infrastructure safety and comfort Lille - Line 2 4.2 29 - 39 Infrastructure and rolling stock perfor- Lille - Line 1 These operators demonstrate excel- This is a defining characteristic of driv- 4.2 mance involves: Scoring de performance lence in the management of old assets. erless metro lines. But combined with Paris - Line 14 3.9 de l’infrastructure et du As confirmed by the impressive short headways it confirms theabil - // Strategies on urban mobility flow London - Docklands Light Railway 3.8 matériel roulant* availability and regularity of ity of an operator to respect management: the design of a driv- Taipei - Wenhu Line 3.8 their networks. the requirements imposed erless metro line, from upstream URE PU CT NC . research to the layout of the line and Lyon - Line D RU 3.7 TU by the transport authority T A S L the choice of stations, determines the Rennes - Line A A I R 3.7 T Y relevance of a line and its utilization N Toulouse - Line B I 3.5 success. Copenhagen - M1/M2 3.2 / an infrastructure / Network access: Turin - Line 1 3.2 that makes access easier for people Vancouver - Millenium Line H 3.1 with mobility issues or harder for T EA R fraudulent users contributes to over- Nuremberg U2 D 3.0 O W MF all quality. Milan - Line 5 AY 3.0 CO High-level user satisfaction S Nuremberg U3 Short headways relative to cleanliness // Matching operating requirements 2.9 and safety and expected use: the optimization Dubai - Red line 2.7 of infrastructure and rolling stock Dubai - Green line 2.6 The strong punctuality of the lines Globally speaking, the surveys led by hinges on aligning service levels with Barcelona - Line 9 2.6 managed by these operators confirms these operators confirma good level use. their commitment to demanding trans- of user satisfaction, knowing that Paris - Line 1 2.6 Infrastructure operation and maintenance port authorities. ageing infrastructure has a negative Lausanne - M2 2.6 serve to maintain performance levels over impact on passenger perception in the long term. This challenge tests the Vancouver - Canada Line 2.5 this area. operational performance of operators. 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 ATM Keolis Serco TL BCRTC SNC Lav. TBM TRTC GTT RATP Tisséo VAG

*The sum of the grade attributed to the performance of the network and stock (weight=1) and the grade attributed to the aged of the infrastructure (weight=0.5) (5 corresponds to very old infrastructure).

38 39 Four main categories of infrastructure and rolling stock performance for driverless metro lines

efficient BEGINNER AGILE STRUGGLING High performance/ High performance/ Average performance/ Low performance/ Old network Relatively new network Very old network Relatively new network

5 40 4.8 35 4.6 30 4.4 4.2 25 4 20 3.8 15 3.6 10

3.4 Age of infrastructure (in years) 3.2 5 3 0 Infrastructure and rolling stok performance (out of 5)

Vancouver - Millenium Line Lille - Line 1 Lille - Line 2 Milan - Line 5 Turin - Line 1 Lyon - Line D Paris - Line 1 Paris - Line 14 Nuremberg U2 Nuremberg U3 Lausanne - M2 Rennes - Line A Dubai - Red line Light Railway Toulouse - Line A Toulouse - Line B Barcelona - Line 9 Dubai - Green line Taipei - Wenhu Line London - Docklands Copenhagen - M1/M2 Vancouver - Expo Line Vancouver - Canada Line Vancouver - Millenium Line Performance infrastructure Age of infrastructure rolling stock

The players operate infrastructure The entities in this category have The entities in this category operate The input of operators in this and rolling stock that are generally difficulties maintaining their rolling infrastructure and rolling stock that category is clearly a factor in the recent and even new. Their strong stock in optimal operating condition, are several years old. Their strong performance of the assets. The performance may be considered as independently of the fact that their performance reflects theiroptimal advanced age of the rolling stock resulting from the newness of the stock is new. As such, the ageing use of these assets, which requires suggests considerable maturity on network. At this stage, the good of the infrastructure and the rolling good operating conditions on the the part of the operator in terms of performance of the rolling stock cannot stock will have a considerable impact part of the transporters. maintenance and operations. be correlated to any operator input. on performance.

40 41 Line density is a factor in the Average Distance Between Stations (in m) Commercial speed, a key Average Commercial Speed (in km/h) reduction of travel times, the characteristic in transport Lausanne - M2 Vancouver - Expo Line improvement of the passenger service, is a core performance INNOVIA Métro Rennes - Line A Vancouver - (Bombardier) experience and the optimization assessment item Millenium Line Nuremberg U3 Dubai - Red line of infrastructure Turin - Line 1 VAL rolling stock is the most represented Taipei - Wenhu Line VAL (Siemens) Driverless metro networks are character- Milan - Line 5 in the study sample, accounting for 35% of Copenhagen - M1/M2 Ansaldo Breda ized by between stations. lines. It is operated at low speeds on some short distances Paris - Line 1 Paris - Line 14 MP14 (Alstom) lines (such as Turin) and high speeds on EMU Rotem (Hyundai/ European lines are denser in this respect Lille - Line 2 others (Lille and Taipei). In addition, some Vancouver - Canada Line Mitsubishi) than international lines, mainly because Nuremberg U2 DT1 DT2DT3 DT3-F Toulouse - Line A operators appear to have experience with (Siemens) European cities have smaller surface Lille - Line 1 and a preference for a single type of roll- Lille - Line 2 areas and users prefer public transport ing stock (Ansaldo Breda for ATM, for London - Docklands Lille - Line 1 to walking. Light Railway example). Toulouse - Line B Toulouse - Line A VAL (Siemens) Adding more stations to a network or line End-to-end line times depend mainly on Nuremberg U2 Toulouse - Line B involves additional operating constraints station stop times. Commercial speed is Rennes - Line A (the more stations, the higher the punc- Lyon - Line D thus inversely proportional to the density Kinki Sharyo tuality risk). The operators of European Copenhagen - M1/M2 of stations on a given line (see previous Dubai - Green line networks appear to be more exposed to Paris - Line 1 MP05 (Alstom) Taipei - Wenhu Line slide vs. graph opposite). this type of constraint. Lyon - Line D MPL85 (Alstom) Paris - Line 14 By optimizing acceleration and braking Barcelona - Line 9 Série 9000 (Alstom) Short distances between stations help Barcelona - Line 9 times, driverless metro lines increase the operators to maintain reasonable travel average of Milan - Line 5 AnsaldoBreda Dubai- Green line commercial speed “dense” times between stations at low speed. They lines. DT3 DT3-F (Siemens) Low speed Nuremberg U3 also limit infrastructure wear and reduce Vancouver - Canada Line Turin - Line 1 VAL (Siemens) the resulting maintenance costs. Vancouver - Expo Line High commercial speed entails additional London - Docklands operating constraints. Operators manag- B2007 (Bombardier) Vancouver - Millenium Line Light Railway ing low-speed lines only may find itdif - Lausanne - M2 Be 8/8 TL (Alstom) Dubai - Red line ficult to effectively operatehigh-speed 0 5 10 15 20 25 30 35 40 45 0 200 400 600 800 lines. 1,000 1,200 1,400 1,600 1,800 Average = 33.1km/h Average = 967m ATM Keolis Serco TL Europe BCRTC SNC Lav. TBM TRTC North America GTT RATP Tisséo VAG Middle East Asia

42 43 driverless metro lines generally provide improved access The choice of infrastructure Estimated Fraud Rate (in %) for passengers access is crucial to fraud rates. Open systems* fostering an Average = 4 % London - Docklands OPEN SYSTEM Low Average High enhanced customer experience Light Railway lead to poor results in this Accessibility Accessibility Accessibility Nuremberg - U3 respect Nuremberg - U2 Platform access gates are decisive in the fight against fraud. 10% of the lines surveyed have 3% of the lines analyzed have 87% of the metro lines Milan - Line 5 limited accessibility: fewer than average accessibility: more than analyzed have high The two networks still without these gates 34 - 45 Copenhagen - M1/M2 80% of the stations are equipped 80% of the stations are equipped accessibility: more than 90% (Lille and Rennes) have fraud rates of over for people with reduced mobility for people with reduced mobility of the total number of stations 10%, compared with 7% for networks with Paris - Line 1 / Line 14 Estimated fraud rate (%) are equipped for passengers gates. However, the DLR line in London with reduced mobility remarkably has the lowest fraud rate Lausanne - M2 despite lacking access gates. Toulouse - Line A / Line B The installation of access gates is often a joint decision by the operator and the Barcelona - Line 9 transport authority. Access gates appear

to be much more effective at limiting Turin - Line 1 fraud than an increase in (often random) ticket inspections by the operator. Vancouver - Canada Line

The socio-economic characteristics of Vancouver - Expo Line / the cities and neighborhoods served by Millenium Line

the metro line are also a key factor in this Lyon - Line D respect, with the fraud rate varying on the Station accessibility is generally related to infrastructure and thus to the transport authority’s same line from one station to the next. Rennes - Line A OPEN SYSTEM approach to the issue. However, the availability of the implemented solutions results from Operators are powerless against this vari- the performance of operators. Besides the fact that this availability remains difficult to measure, able but it does negatively impact their Lille - Line 1 / Line 2 OPEN SYSTEM operations over the long term. the metro lines analyzed have high accessibility as a whole, resulting from standardized 0 2 4 6 8 10 12 14 16 construction compliant with new standards and good rolling stock access (reduced distance between platform and train). Europe North America

* A system is considered as “open” if access to the metro network is not controlled by gates.

44 45 Service reliability and quality performance

French driverless metro Grades for Reliability and Service lines are extremely reliable, Quality Performance* (out of 5) a quality reinforced by Grade Punctuality**Ageingnetwork expertise in the operation London - Docklands Light Railway 4.2 99.11 % / 30 yrs of ageing networks Lille - Line 2 3.8 99.80 % / 28 yrs Lille - Line 1 3.8 99.80 % / 34 yrs Reliability and service quality are Lyon - Line D 3.8 97.23 % / 26 yrs key factors in driverless metro Taipei - Wenhu Line 3.8 99.73 % / 21 yrs 35 - 46 line operational performance, Rennes - Line A 3.8 99.66 % / 15 yrs determining: Toulouse - Line A 3.7 99.50 % / 24 yrs Paris - Line 14 3.5 99.70 % / 19 yrs // The passenger experience Dubai - Red line 3.3 99.23 % / 8 yrs // The rhythm of the service Dubai - Green line 3.3 99.83 % / 6 yrs Vancouver - Expo Line 3.0 96.00 % / 31 yrs Performance in this area is an oper- Toulouse - Line B 3.0 99.50 % / 10 yrs ational signature that also creates Copenhagen - M1/M2 3.0 98.80 % / 15 yrs the relational signature of the net- Turin - Line 1 3.0 99.90 % / 11 yrs work: a memorable mass transit Nuremberg - U3 2.8 99.00 % / 9 yrs Nuremberg - U2 99.00 % / 7 yrs experience or, on the contrary, an 2.8 Paris - Line 1 2.8 99.70 % / 6 yrs unpleasant experience encouraging Lausanne - M2 2.7 93.00 % / 9 yrs customers to use other transport Barcelona - Line 9 2.5 94.72 % / 8 yrs modes. Vancouver - Canada Line 2.2 96.00 % / 8 yrs Vancouver - Millenium Line 2.0 96.00 % / 15 yrs Milan - Line 5 1.8 96.00 % / 4 yrs 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5

ATM Keolis Serco TL BCRTC SNC Lav. TBM TRTC GTT RATP Tisséo VAG

*The sum of the grade attributed to reliability and service quality (weight=1) and the grade attributed to the age of the infrastruc- ture (weight=0.5) (5 corresponds to very old infrastructure). ** According to data availability and/or reliability, the figure may concern punctuality, availability or regularity (see glossary for definitions).

46 47 The age of the network and rolling stock has a strong impact on operational reliability

5 40 20 4.5 35 4 13 30 3.5 25 3 Average 3.4 20 2.5 15 2 10 1.5 5 Infrastructure and rolling stock age (in years) 1 0 Reliability and service quality performance (out of 5)

Lille - Line 1 Lille - Line 2 Paris - Line 1 Lyon - Line D Turin - Line 1 Milan - Line 5 Paris - Line 14 Nuremberg U2 Nuremberg U3 Lausanne - M2 Dubai - Red line Rennes - Line A Light Railway Toulouse - Line B Dubai - Green line Toulouse - Line A Barcelone - Line 9 London - Docklands Taipei - Wenhu Line Copenhague - M1/M2 Vancouver - Expo Line Vancouver - Canada Line Vancouver - Millenium Line

Performance infrastructure & Rolling stock Age of infrastructure

Vancouver - Millenium Line Infrastructure age is key to the reliability of For example, the ageing of rolling stock As it ages, infrastructure becomes less To ensure short headways, ageing infra- service. The deterioration of service qual- and stations has a direct impact on how robust and limits the commercial speed structure and rolling stock require sub- ity is correlated to the ageing of assets passengers perceive cleanliness. of the line. stantial experience on the part of the (see graph above). operator. Failing which, maintenance costs rise drastically.

48 49 Highly strong variations in customer authority standards favoring the performance of certain lines and eroding that of others

European operators, and French operators in particular, Punctual operators are able to deliver punctuality PUNCTUAL SUPER-PERFORMERS lead the way in terms of punctuality performance. performance only when headway requirements are Their experience, built on the margins of the high-level longer. Any pressure to shorten those headways may requirements of their respective transport authorities, considerably worsen their performance. brings them a major advantage over other operators.

Paris 14 - Toulouse A - RATP Tisséo Dubai Red - Serco Lille 1 - Keolis 5 Dubai Green - Serco Turin - GTT Paris 1 - RATP Lille 2 - Keolis Punctual London DLR - Keolis Nuremberg - VAG Taipei - Wenhu Rennes - Super-performers Line - TRT Toulouse B - Keolis Tisséo 4 Average Copenhagen - ATM Lyon D - Keolis

3 Milan - ATM

Vancouver - Canada Line - PBC Vancouver - Millenium Average 3.3 Vancouver - Expo Line - BCR Line - BCR

2 Barcelona - TBM Performance punctuality* (out of 5) Under-performers Lausane M2 - TPL Trying to perform 1 0 1 2 3 4 5 Performance cadence* (out of 5) Performance cadence* (out of 5)

“Under-performers” are unable to ensure decent UNDER-PERFORMERS TRYING TO PERFORM The short headways required by the transport punctuality, even for long headways. Any transport- authority appear to put the operators in the “trying to authority demands to shorten headways will perform” category under pressure. BCRTC is currently significantly impact service levels. struggling to deliver punctuality for short headways.

Vancouver - Millenium Line

While headways are generally the responsibility of transport authorities, their respect as part of a punctual service shows the ability of some operators to deliver high-level service under strong *Assessment method: the assessment is made comparatively between the lines analyzed. The maximum grade of 5 constraints. This is the case with the “Punctual” and “Super-performing” categories. corresponds to the best headway/punctuality identified, the minimum being 1. Distribution within this range of grades is made in a proportional manner.

50 51 Although difficult to analyze Cleanliness Satisfaction Rate The safety of a metro line Safety Satisfaction Rate owing to its subjective nature, (positive opinion in %) reflects user perceptions of the (positive opinion in %) satisfaction with cleanliness network and the socio-economic Average = 86.9% Average = 80% plays a crucial role in the situation of the urban areas Lyon - Line D Copenhagen - M1/M2 experience of passengers served Barcelona - Line 9 Dubai - Green & Red line* The satisfaction rate of users relative to The safety38 of- 52 a metro line depends the cleanliness of the network and rolling Rennes - Line A Cleanlinessdirectly satisfaction on the surrounding rate (positive environment. opinion)* Taipei - Wenhu Line stock varies. It is closely linked to the The safety performance of a metro line is Taipei - Wenhu Line London - Docklands Safety satisfaction rate (positive opinion) (often subjective) perception of users. directly related to that of the city in ques- Light Railway tion, and more specifically thedifferent While the satisfaction rate used in this Lausanne - M2 Nuremberg - U2 & U3* areas of that city. 39 - 53 study corresponds to people having reported a positive opinion, the com- Paris - Lines 1 & 14 Lines in cities such as Dubai, Copenhagen Lausanne - M2 parison cannot be exact. This is because and Taipei benefit from the high levels of Toulouse - Lines A & B Vancouver - Canada Line customer surveys are not the same for all safety existing outside the metro in the the lines, which can bias comparisons to London - Docklands city itself. Rennes - Line A* Light Railway a certain extent. Vancouver - Canada Line Safety quality is often judged by users in Turin - Line 1 Ageing infrastructure and rolling stock can terms of the entire network. The grades of play an important role in the perception Copenhagen - M1/M2 metro lines such as lines 1 and 14 in Paris, Lille - Lines 1 & 2 of users. But the performance of operators reputed to be the city’s safest, are lowered Dubai - Green & Red line* Vancouver - Millenium on cleanliness remains decisive, as shown by the poor perception of the network & Expo Line by the mediocre satisfaction ratings of as a whole. Turin - Line 1 Lyon - Line D* certain lines (including Turin and Milan). Some lines serving areas far from the Nuremberg - U2 & U3 center with sensitive socio-economic sit- Paris - Lines 1 & 14 uations appear to be more exposed to a Lille - Lines 1 & 2 Barcelona - Line 9 drop in the overall safety level and, hence, Vancouver - Millenium a drop in user satisfaction (for example, Toulouse - Lines A & B & Expo Line Toulouse, Lyon and Lille). Milan - Line 5 Milan - Line 5 0 60 70 80 90 100 0 60 70 80 90 100

ATM Keolis Serco TL ATM Keolis Serco TL BCRTC SNC Lav. TBM TRTC BCRTC SNC Lav. TBM TRTC GTT RATP Tisséo VAG GTT RATP Tisséo VAG

*Satisfaction rate estimated via observations and com- *Satisfaction rate estimated via observations and com- parisons between metro lines. parisons between metro lines.

52 53 Channels for sharing information traffic information to other places, includ- The digital transformation and innovation are central (on travel times and traffic) in ing station interiors and even throughout to the group strategy of some operators real time are widespread, serving the passenger experience. to ensure the quality of the It is important for operators to multiply Digital maturity and innovation The driverless metro line benchmark iden- passenger experience passenger information media as these tifiesfive trends in innovation: Paris (RATP) last are vital to a successful passenger // The reliability and sharing of pas- experience. senger information and traffic news. All the networks studied shared passen- Barcelona (TBM) This data is decisive to the passenger To that end, open data are an ideal way ger information on platforms. This remains experience. of transmitting information (e.g. social a preferred dissemination channel for media, airport displays, chatbots, etc.). Rennes (Keolis) // Bringing passengers a mobile app operators. Some operators are working on this issue with increasingly extensive function- alities and using it as a sales channel. However, operators are seeking to extend (see following slide). Dubai (Serco) ON THE // The implementation of a reliable con- nection network (with a clear shift to PLATFORM MOBILE STATION ON BORD WEBSITE Lille (Keolis) 4G rather than WiFi given the inter- Paris – Lines 14 & 1 est shown by telecom operators in Barcelona – Line 9 Taipei (TRTC) this area) covering all stations and Lausanne – M2 the entire journey. Most of the time Lyon – Line D Toulouse (Tisséo) spent by the passenger being on the train. Rennes – Line A Toulouse (2 lines) Nuremberg (VAG) // Open data, bringing operators a unique opportunity to boost inno- Lille (2 lines) vation by opening systems up to the Nuremberg U2 & U3 Lyon (Keolis) outside world. Milan Line 5 // Big data for “transport as a service” Dubai (2 lines) Milan (ATM) (TAAS). Operators that know more Taipei – Wenhu line about their customers can bring Turin – Line 1 Lausanne (TL) these last a new, multimodal and Copenhagen (2 lines) personalized passenger experi- London – DLR ence. Analysis of passenger flows in Turin (GTT) Vancouver (3 lines) stations can be used to more finely adjust supply to demand. London (Keolis) Traffic information is a pillar of the passenger experience in urban environments. Providing Copenhagen this information in real time and ensuring its reliability are both key to gaining the loyalty of (ATM) customers through an augmented transport experience. In addition, opening metro lines up Vancouver to competition and the arrival of new transport modes will require operators to differentiate. (BCRTC) Providing multi-channel passenger information in real time is a way of doing just that. 1.0 2.0 / 2.0+ 3.0

54 55 A detailed benchmark of the driverless metro lines under review

56 57 Barcelona: LINE 9 Age of network 8 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Barcelona, • Average commercial speed (29km/h) and long distances between sta- and rolling stock tions (>1,000m) 1 • Long headways, with 3-min intervals at rush hour 3.4 Line Line 9 • Accessibility: good for PWRM (>80% of stops accessible) • Fraud rate: <4% Wheel type Steel

Degree of automation GoA4 Service reliability and quality • Regularity: 94.72% (this is the contractual objective) • Cleanliness: 9.9 / 10 satisfaction rate for trains and stations Operator Transports Metropolitans de Barcelona 2 • Passenger information: information in real time disseminated in sta- 3.25 tions, scheduled times and traffic info on mobile app, on board and Transport authority the TMB website Metropolitan Transport Authority

Passengers per hour and per direction (PPHPD) 38,500 Auxiliary • Route planner app with real-time information (TMB app) • 4G coverage for entire line 9 and innovative Signaling TrainGuard MT CBTC - Airlink • The operator, TMB, has rolled out an open-data platform with 6 inter- services faces. In this respect it remains less mature than operators such as 3 RATP and Keolis Network length in km 30 • TMB already uses big data to model passenger flows in stations and adapts line operation in consequence and in a predictive manner Number of stations in operation 24 • In 2015 TMB introduced NFC and mobile payments for the entire urban network Date commissioned 2009

Passengers per car 895 (passengers per train) KEY POINTS Manufacturer / model Alstom Série 9000 • Line 9 is the first driverless line in Spain. It comprises 2 sections (L9 North and L9 South). Once these two sections have been joined up, it will be the longest Average commercial speed 29km/h driverless metro line in Europe.

*Age of network in number of years of driverless line operation. *Raw grades out of 5, not weighted for age of network.

58 59 COPENHAGEN: LINES 1 AND 2 Age of network* 15 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Copenhagen, Danemark • High commercial speed (40km/h) and average distances between sta- and rolling stock tions (>1,000m) 1 • Average headways, with 2-min intervals at best at rush hour 3.8 Line M 1 M 2 • Accessibility: good for PWRM (>80% of stops) • Fraud rate: 2.7% Wheel type Steel

Degree of automation GoA4 Service reliability • Respect of departure numbers: 98.7% • Cleanliness: more than 80% of users say they are satisfied or very sat- and quality isfied with the cleanliness of the stations and trains Operator Metro Service 2 • Passenger information: real-time information on platforms and 3.5 planned hours on the Metro Services website (80% of people say they are satisfied or very satisfied with information updates) Transport authority • Passenger safety: more than 95% of users say they feel safe Passengers per hour and per direction (PPHPD) 12,000 Auxiliary and innovative Signaling Ansaldo STS driverless solution - CBTC services • 3G available on entire metro line, including the 22 stations 3 • The Copenhagen network doesn’t have a dedicated mobile app Network length in km 21.5

Number of stations in operation 22

Date commissioned 2002

KEY POINTS Passengers per car 200 - 34 trains, 3 cars per train

• The operator, Metro Service, is a joint venture between ATM and Ansaldo STS. Manufacturer / model Ansado Breda • The manufacturer is thus likely to provide ATM with strong support in rolling stock maintenance. The current operating and maintenance contract terminates on December 31, 2018 and the new contract covers the 2019-2024 Average commercial speed 40km/h period. • The won the “World’s Best Driverless Metro” award in 2008, 2009 and 2010. • The Copenhagen metro runs 24-7.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

60 61 DUBAi: Line RED Age of network* 8 years

CHARACTERISTICS evaluation* City, Country Infrastructure • High commercial speed (42km/h) but long distances between stations Dubai, UAE and rolling stock (>1,800m) • Long headways, with 3-min intervals at rush hour Line Red Line 1 • Accessibility: 100% for PWRM 3.6 • Fraud rate: unknown • Free park-and-ride at three stations Wheel type Steel

Degree of automation GoA4 Service reliability and quality • Strong punctuality (>99%) • RTA does not disclose passenger satisfaction levels regarding cleanli- Operator Serco 2 ness, but numerous opinions point to high levels of cleanliness 4.5 • Passenger information: real-time information disseminated in stations, Transport authority on platforms, on board; scheduled times on the RTA website RTA

Passengers per hour and per direction (PPHPD) 26,000 Auxiliary Signaling and innovative • Network fully covered by mobile phone network SelTrac CBTC - UTO services • WiFi access across entire network 3 • NFC payments by mobile phone available since 2013 Network length in km 52.1 • The Dubai metro stands out through its high levels of in-train connec- tivity: Very high quality WiFi and 4G connectivity end-to-end Number of stations in operation 29

Date commissioned 2009 KEY POINTS Passengers per car 110 - 62 five-car trains (550 pass cap) • Serco has obtained the renewal of the operating and maintenance contract (terminating in 2019) for two additional years Manufacturer / model Kinki Sharyo • In addition to offering a more competitive offer, SERCO has committed to making a skills transfer, in particular by recruiting more nationals in operations, Average commercial speed 42km/h maintenance and supervision

*Age of network in number of years of driverless line operation. *Raw grades out of 5, not weighted for age of network.

62 63 Dubai: Line GREEN Age of network* 6 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Dubai, UAE • Average commercial speed (32km/h) and long distances between sta- and rolling stock tions (>1,100m) 1 • Very long headways, with 6-min intervals at rush hour 3.4 Line Green Line • Accessibility: 100% for PWRM • Fraud rate: unknown, estimated on the basis of observations Wheel type Steel

Degree of automation GoA4 Service reliability and quality • Strong punctuality (>99%) • RTA does not disclose passenger satisfaction levels regarding cleanli- Operator Serco 2 ness, but numerous opinions point to high levels of cleanliness 4.5 • Passenger information: real-time information disseminated in stations, Transport authority on platforms, on board; scheduled times on the RTA website RTA

Passengers per hour and per direction (PPHPD) 26,000 Auxiliary Signaling and innovative • Network fully covered by mobile phone network SelTrac CBTC - UTO services • WiFi access across entire network 3 • NFC payments by mobile phone available since 2013 Network length in km 22.5 • The Dubai metro stands out through its high levels of in-train connec- tivity: Very high quality WiFi and 4G connectivity end-to-end Number of stations in operation 20

Date commissioned 2011 KEY POINTS Passengers per car 110 - 25 five-car trains (550 pass cap) • Serco has obtained the renewal of the operating and maintenance contract (terminating in 2019) for two additional years. Manufacturer / model Kinki Sharyo • In addition to offering a more competitive offer, SERCO has committed to making a skills transfer, in particular by recruiting more nationals in operations, Average commercial speed 32km/h maintenance and supervision.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

64 65 LAUSANNE: Line M2 Age of network* 9 years

CHARACTERISTICS evaluation* City, Country Infrastructure • Low commercial speed (18km/h) – major gradients with an incline as Lausanne, and rolling stock steep at 12% – but short average distance between stations (<500m) • Average headways, with 2.5-min intervals at rush hour Line M2 1 • Accessibility: high for PWRM 3.4 • Fraud rate: ~ 3% • One park-and-ride facility Wheel type Pneumatic

Degree of automation GoA4 Service reliability • The operator has no quantified data on punctuality but does disclose a user satisfaction rate, of 93/100 and quality • Cleanliness: user satisfaction rate of 95/100 Operator Transports publics lausannois 2 • Passenger information: real-time information in stations, on platforms, 3.5 via mobile apps, and scheduled times/traffic info on the TL website (satisfaction rate with information: 94%) Transport authority - • Passenger safety: satisfaction rate of 84% Passengers per hour and per direction (PPHPD) 5,600 Auxiliary and innovative Signaling Urbalis 300 CBTC services • Route planner app with real-time information (TL Live app) 3 • TL has chosen SMS payments rather than NFC technology Network length in km 6

Number of stations in operation 14

Date commissioned 2008

KEY POINTS Passengers per car 222 - 15 x 2-car trains • Line M2 is the first and only driverless metro line in Switzerland, opened in 2008. In 2012 Métro Lausanne-Ouchy SA, concession-holder and long-standing Manufacturer / model Alstom operator, was struck off the Commercial Register and its assets taken over by Transports Publics Lausannois. This change in operator was made following Average commercial speed 18km/h congestion problems resulting from an under-estimation of user numbers in preparatory studies. • A project has been initiated to increase capacity by upgrading the line’s automatic systems.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

66 67 Lille: LineS 1 and 2 Line 1: 34 years Age of network* Line 2: 28 years

CHARACTERISTICS evaluation*

Infrastructure • High commercial speed (35km/h) given the age of the rolling stock. City, Country Lille, France Short average distance between stations (750m) and rolling stock • The shortest rush-hour headways in the world: ~ 66 seconds Line • High fraud rate (~14%) owing to open network. This is expected to fall 3.8 Line 1 Line 2 1 with the installation of access gates throughout the network, to be completed by 2020. Wheel type Pneumatic • Accessibility: 100% for PWRM

Degree of automation GoA4 Service reliability • Availability: 99.8% / Respect of journey time: 99% • Cleanliness: satisfaction rate of 78% for stops and 82% for trains and quality • Passenger information: real-time information in stations, on platforms, Operator Transpole via mobile apps, and scheduled times/traffic info on the Transpole 2 website. Satisfaction rate of 86% for availability of information and 3.25 66% for information on line disruptions Transport authority Métropole Européenne Lilloise • Passenger services: stores, Internet connection to public services • Passenger safety: satisfaction rate of 73% for stops and 80% for trains Passengers per hour and per direction (PPHPD) 11,000

• Route planner app with real-time information (Transpole app) Auxiliary Signaling TrainGuard MT • Launch of Moodi, an app designed to generate real-time mapping of and innovative the “emotional climate” of passengers (passengers can express how services they feel and report on incivility or violence) Network length in km 12.6 31.5 • 3G/4G will be available in 2018 throughout both lines 3 • The operator favors NFC technology, providing customers with an app that can recharge travel passes via mobile phone. This is a further step Number of stations in operation 18 44 towards 100% electronic travel • Passengers have access to a “PlanBookTicket” app as part of a multi- modal transport approach Date commissioned 1983 1989

Passengers per car 156 KEY POINTS Manufacturer / model Alstom/Siemens - VAL 208 / VAL 206 • Lille was the world’s first urban driverless metro line, commissioned in 1983. • Transpole has received excellent feedback on its rolling stock, this last serving Average commercial speed 34km/h to optimize maintenance processes. • Maintenance costs are falling steadily, while the Mean Kilometer Between Failure (MKBF) rate has risen constantly in the last few years (currently at 5,600km).

*Age of network in number of years of driverless line operation.

*Raw grades out of 5, not weighted for age of network.

68 69 London: DOCKLANDS LIGHT RAILWAY Age of network* 30 years

CHARACTERISTICS evaluation*

Infrastructure City, Country London, UK • Short average distance between stations (750m) and rolling stock • Long headways, with 5-min intervals at rush hour Line 1 • Accessibility: good for PWRM (>80% of stops) 3.2 Docklands Light Railway • Fraud rate: 0.6%, down sharply since Keolis Amey took over the fran- chise Wheel type Steel

Degree of automation GoA3 Service reliability • Punctuality: 99.11% and quality • Cleanliness: the composite cleanliness indicator is 88/100 Operator KeolisAmey Docklands 2 • Passenger information: real-time information on platforms, and sched- 3.75 uled times/traffic info on the TFL website Transport authority Transport for London • Passenger safety: 89%

Passengers per hour and per direction (PPHPD) 6,000 Auxiliary and innovative Signaling SelTrac CBTC (Thales) • Monthly reporting available on the performance of the network, dis- services seminated by TFL 3 • Traffic information and travel times available in real time via the TFL Network length in km 34 transport authority Number of stations in operation 45

Date commissioned 1987

KEY POINTS Passengers per car 284 • The concession was recently taken over (2014) by the Amey group and the French urban transport player Keolis. Consequently, the performance Manufacturer / model Bombardier indicators for the line could soon change in the future. Average commercial speed 18km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

70 71 Lyon: Line D Age of network* 26 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Lyon, France • Average commercial speed (30km/h) and relatively short average dis- and rolling stock tance between stations (890m) 1 • Average headways, with 2-min intervals at rush hour 3.6 Line Line D • High accessibility rate for PWRM (superior to contractual objectives) • Fraud rate: ~6.5% (closed network) Wheel type Pneumatic

Degree of automation GoA4 Service reliability • Regularity: 97.23% (superior to contractual objective) • Cleanliness: Metro stations: 99.54% / Metro cars: 99.20% (superior to and quality contractual objective) Operator Keolis Lyon • Passenger information: information in real time and disruptions com- 2 municated in stations, on platforms, and on mobile phones; scheduled 3.75 times and traffic info on the Sytral website (Metro stations: 99.54% / Transport authority SYSTRAL Metro cars: 99.20% (superior to contractual objective) • Passenger safety: estimated at 75% Passengers per hour and per direction (PPHPD) 15,000

Services Signaling TrainGuard MT CBTC auxiliaires et • Route planner app with real-time information (TCL app) innovants Network length in km 12.5 3 • Implementation of WiFi by end-2017 in stations (but not on entire line) • More than 15 APIs available via the Greater Lyon open-data platform Number of stations in operation 15

Date commissioned 1991

KEY POINTS Passengers per car 291

• Line D was the world’s first driverless driverless metro line with train intervals managed by a CBTC system. The operator is planning to increase rush-hour Manufacturer / model Alstom MPL 85 capacity by 15% by 2020 (to this end, in 2015 Sytral and Keolis Lyon tested the operation of a train with 4 cars as opposed to the current 2). Average commercial speed 30km/h • The principle of full automation for metro line B in 2019 has been accepted by Sytral.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

72 73 MILAN: Line 5 Age of network* 4 years

CHARACTERISTICS evaluation* City, Country Infrastructure • Modest commercial speed (30km/h) but short distances between sta- Milan, Italy and rolling stock tions (>1,000m) • Relatively long headways, with 3-min intervals at rush hour Line Line 5 1 • Accessibility: good for PWRM (>80% of stops) 4 • Low fraud rate (~1%) due to ticket access gates at network entrances and exits Wheel type Steel

Degree of automation GoA4 Service reliability • Strong punctuality (>99%) • No contractual commitment to cleanliness in delegation contract. and quality Cleanliness levels are measured by a satisfaction survey that must Operator Azienda Transporti Milanesi respect a minimum threshold. The latest known and available rates are 2 particularly low. 2.25 • Passenger information: real-time information on platforms, in-train, Transport authority Azienda Transporti Milanesi via mobile apps, and scheduled times/traffic info on the ATM website. • Passenger safety: 61% for latest known and available rates Passengers per hour and per direction (PPHPD) 10,700

Auxiliary Signaling Ansaldo STS driverless solution - CBTC and innovative • Route planner app with real-time information (ATM app) services Network length in km 12.6 3 • 3G is available on all the metro lines • Electronic travel pass via mobile app (non-NFC) Number of stations in operation 19

Date commissioned 2013

KEY POINTS Passengers per car 134 - 21 trains, 4 cars per train (536 passengers per train) • Line 5 is subject to a concession contract between the City of Milan and the Metro 5 SpA company, whereby the City concedes the financing, design, Manufacturer / model Rail Italy (formerly Ansado Breda) / Driverless Metro production and operation/maintenance to Metro 5 SpA. For the account of Metro 5 SpA, ATM operates and maintains Line 5 via a gross-cost contract Average commercial speed 30km/h applying for the entire duration of the concession through end-2040. • ATM is responsible for all regular maintenance of rolling stock (Ansaldo’s activity is limited to exceptional work as provided for in the warranty).

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

74 75 NUREMBERG: Line U2 Age of network* 7 years

CHARACTERISTICS evaluation* City, Country Infrastructure • High commercial speed (34.4km/h) and relatively short average dis- Nuremberg, and rolling stock tance between stations (880m) • Relatively long rush-hour headways: ~3-min Line Line U2 1 • Very low fraud rate of 0.9% (ranking in the top three networks in this 4 study) • Accessibility: 100% for PWRM Wheel type Steel

Degree of automation GoA4 Service reliability • High punctuality rate of 99% and quality • Cleanliness: satisfaction rate of 80% for stations and rolling stock Operator VGN / VAG • Passenger information: widely available. VAG even provides an inter- 2 face providing the real-time geolocation of the trains 3.75 • Passenger safety: passengers are generally satisfied with the safety Transport authority Nuremberg Public Transport level of the Nuremberg network, though there are some incidents

Passengers per hour and per direction (PPHPD) 12,800 Auxiliary and innovative Signaling TrainGuard MT • Route planner app with real-time information services • VAG is working with T-System on a big data project to analyze passen- 3 ger flows across the entire transport network Network length in km 13.2 • WiFi is available in stations and on trains Number of stations in operation 16

Date commissioned 2010 KEY POINTS Passengers per car 128 • Line U2 has high-level punctuality and a very low fraud rate, characteristic of German networks. Manufacturer / model Siemens Munich A

Average commercial speed 34.4km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

76 77 NUREMBERG: Line U3 Age of network* 9 years

CHARACTERISTICS evaluation* City, Country Infrastructure • Low commercial speed (26km/h) and relatively short average distance Nuremberg, Germany and rolling stock between stations (650m) • Relatively long rush-hour headways: ~3-min Line Line U3 1 • Very low fraud rate of 0.9% (ranking in the top three networks in this 3.8 study) • Accessibility: 100% for PWRM Wheel type Steel

Degree of automation GoA4 Service reliability • High punctuality rate of 99% and quality • Cleanliness: satisfaction rate of 80% for stations and rolling stock Operator VGN / VAG • Passenger information: widely available. VAG even provides an inter- 2 face providing the real-time geolocation of the trains 3.75 • Passenger safety: passengers are generally satisfied with the safety Transport authority Nuremberg Transport Public level of the Nuremberg network, though there are some incidents

Passengers per hour and per direction (PPHPD) 12,800 Auxiliary and innovative Signaling TrainGuard MT • Route planner app with real-time information services • VAG is working with T-System on a big data project to analyze passen- 3 ger flows across the entire transport network Network length in km 6.5 • WiFi is available in stations and on trains Number of stations in operation 11

Date commissioned 2008

KEY POINTS Passengers per car 128 • Line U3 has high-level punctuality and a very low fraud rate, characteristic of German networks. Manufacturer / model Siemens Munich A

Average commercial speed 26km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

78 79 pARIS: Line 1 Age of network* 6 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Paris, France • Average commercial speed (30km/h) and short distance between sta- and rolling stock tions (660m) 1 • Short maximum headways, with 2-min intervals at rush hour 3.4 Line Line 1 • Accessibility: low for PWRM (<70% of stops) • Fraud rate: 3% for entire network (closed network) Wheel type Pneumatic

Degree of automation GoA4 Service reliability • Availability: >100% (% of real number of metro trains in circulation in rush hour relative to service ordered) and quality • RATP does not disclose information on passenger satisfaction concern- Operator RATP ing cleanliness but STIF reports that 89.6% of the stations comply with 2 the reference service level 3.75 • Passenger information: real-time information in stations, on platforms, Transport authority STIF in-train, via mobile apps, and scheduled times/traffic info on the RATP website Passengers per hour and per direction (PPHPD) 25,000

Auxiliary • Route planner app with real-time information (RATP app) Signaling TrainGuard MT CBTC and innovative • Most of the stations on Line 1 have 3G and 4G coverage services • An API console with more than 20 interfaces Network length in km 16.5 3 • Big data and IoT are strategic topics for RATP and central to the group’s overall strategy • RATP is carrying out tests on the simulation and projection of passen- Number of stations in operation 25 ger flows in stations, using big data

Date commissioned 2011 KEY POINTS Passengers per car 120 (6 cars per train) • Line 1 was one of the world’s first metro lines to be automated, in 2011. • Line 1 demonstrated its adaptability in summer 2015, absorbing the increase in Manufacturer / model Alstom passengers when the RER A line was shut down for work. To achieve headways of 100 seconds, Line 1 benefited from the temporary use of 4 shuttles intended Average commercial speed 30km/h for use on Line 14.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

80 81 pARIS: Line 14 Age of network* 19 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Paris, France • High commercial speed (40km/h) and average distance between sta- and rolling stock tions (1,000m) 1 • Short maximum headways, with 85-sec intervals at rush hour 4.4 Line Line 14 • Accessibility: good for PWRM (>80% of stops) • Fraud rate: 3% for entire network (closed network) Wheel type Pneumatic

Degree of automation GoA4 Service reliability • Availability: >100% (% of real number of metro trains in circulation at rush hour relative to the service ordered) and quality • RATP does not disclose information on passenger satisfaction concern- Operator RATP ing cleanliness but STIF reports that 89.6% of the stations comply with 2 the reference service level 3.75 • Passenger information: real-time information in stations, on platforms, Transport authority STIF in-train, via mobile apps, and scheduled times/traffic info on the RATP website Passengers per hour and per direction (PPHPD) 25,000

Auxiliary • Route planner app with real-time information (RATP app) Signaling TrainGuard MT CBTC and innovative • Most of the stations on Line 1 have 3G and 4G coverage services • An API console with more than 20 interfaces Network length in km 9.2 3 • Big data and IoT are strategic topics for RATP and central to the group’s overall strategy • RATP is carrying out tests on the simulation and projection of passen- Number of stations in operation 9 ger flows in stations, using big data

Date commissioned 1998

KEY POINTS Passengers per car 720 (passengers per train) • The first large-size 100% driverless line in the world when it went into service, Line 14 is to be extended to link up the center of the capital with the Saint- Manufacturer / model Alstom Denis Pleyel business hub to the north and Orly airport to the south. • These extensions will be made while maintaining the current characteristics of Average commercial speed 40km/h the line, with a speed of over 40km/h.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

82 83 RENNES: Line A Age of network* 15 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Rennes, France • Average commercial speed (32km/h) and short distance between sta- and rolling stock tions (610m) 1 • Short headways, with 100 sec intervals at rush hour 4 Line Line A • Accessibility: 100% for PWRM • High fraud rate (~10.4%) due to open network, to be closed in 2019/2020 Wheel type Pneumatic

Degree of automation GoA4 Service reliability • Punctuality: 99.66%, system availability rate: 99.72% and quality • Cleanliness: satisfaction rate of 94.4/100 • Passenger information: real-time information in stations, on platforms, Operator Keolis Rennes 2 via mobile apps, and scheduled times/traffic info on the Star website. 4.25 Satisfaction rate of 95/100 relative to the condition and the availability of information Transport authority Rennes Métropole • Passenger safety: estimated at 80% Passengers per hour and per direction (PPHPD) 6,000 Services auxiliaires et • The 4G system of mobile telephony operators will be available from Signaling TrainGuard MT CBTC (Siemens) June 2017 on the entire Line A innovants • A customer mobility solution (mobile app) is available. It brings users a 3 route planning resource and real-time traffic information Network length in km 8.56 • In collaboration with OpenDataSoft, Keolis provides a comprehensive open-date platform with over 30 APIs for third-party developers Number of stations in operation 15

Date commissioned 2002

KEY POINTS Passengers per car 156 • The construction of a second driverless metro line (using the CityVal variant of Neoval) is under way, with service planned to begin in 2020. Manufacturer / model Siemens • The current delegation contract expires at end-2017 and will need to be reviewed before the inception of the second metro line, which will significantly Average commercial speed 32km/h change the Rennes transport offering.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

84 85 Taipei: WENHU Line (BROWN LINE) Age of network* 21 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Taipei, • High commercial speed (42km/h) and long distances between stations and rolling stock (>1.100m) 1 • Maximum headway of 2-min at rush hour 4.2 Line Wenhu line • High level of accessibility for PWRM • Fraud rate: unknown Wheel type Pneumatic

Degree of automation GoA4 Service reliability • Punctuality: 99.73% and quality Operator Taipei Rapid Transit • Cleanliness: satisfaction rate of over 95/100 2 • Passenger information: real-time information on platforms and in 4.25 trains, and 24-7 customer hotline Transport authority -

Passengers per hour and per direction (PPHPD) 28,400

Auxiliary • WiFi accessible in all stations Signaling Bombardier CityFlo and innovative • NFC contactless technology was rolled out across the network starting services in 2012 3 • The Taipei metro has an open-data platform but does not communicate Network length in km 25.2 real-time data. The interface is mainly used to share monthly statistics • MRT provides a mobile app with offline information, with no route- planner function Number of stations in operation 24

Date commissioned 1996 KEY POINTS Passengers per car 114 • The Taipei metro is considered by several local press sources to rank among the top 4 most efficient networks in the world (with Hong Kong, Seoul and Manufacturer / model Alstom-Bombardier / VAL Singapore). This is a result of top-level punctuality, very good condition infrastructure and high-level cleanliness. Average commercial speed 42km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

86 87 TOULOUSE: LineS A and B Line A: 24 years Age of network* Line B: 10 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Toulouse, France • Average commercial speed (33km/h) but relatively short distance 4.4 and rolling stock between stations (740m) Line A 1 • Short headways, with 80 sec intervals at rush hour Line Line A Line B • Low fraud rate of ~3.2% (closed network) • Accessibility: good for PWRM (over 80% of stops accessible) 4.2 Line B Wheel type Pneumatic

Degree of automation GoA4 Service reliability • The operator does not share quantified data on punctuality, cleanliness or passenger information and quality • But these indicators are compliant with the quality commitment Operator Tisséo established with AFNOR, which has awarded Tisséo with NF Service 2 certification 3.5 • Passenger information: real-time information in stations, and sched- Transport authority Tisséo-EPIC uled times/traffic info on the Tisséo website • Passenger safety: Estimated at 67% Passengers per hour and per direction (PPHPD) 7,000

Services Signaling TrainGuard MT CBTC auxiliaires et • Route planner app with real-time information (Tisséo app) • The 4G system of mobile telephony operators will be available from innovants Network length in km 12.5 15 3 October 2017 throughout lines A and B • An open-data platform is available. But the number of APIs remains low (10 interfaces) Number of stations in operation 18 20

Date commissioned 1993 2007

KEY POINTS Passengers per car 200

• The line is operated by Tisséo-Réseau Urbain, a public undertaking of an industrial and commercial nature (EPIC). Manufacturer / model Siemens (Val 206 and Val 208) • Given the demographic and economic growth of the Toulouse agglomeration and its mobility needs, the plan is to double the capacity of line A between Average commercial speed 34km/h 33km/h now and 2019.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

88 89 Turin: Line 1 Age of network* 11 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Turin, Italy • Low commercial speed (25.5km/h) but relatively short distance and rolling stock between stations (660m on average) 1 • Long average headways, with 3-min intervals at rush hour 3.8 Line 1 • Very high level of accessibility for PWRM • Fraud rate of 4%, moderately high for a closed network Wheel type Pneumatic

Degree of automation GoA4 Service reliability and quality Operator Gruppo Trasporti Torinesi • Service availability is very high, close to 99.9% 2 • Passenger information: available on platforms and in-train 3.5 Transport authority -

Passengers per hour and per direction (PPHPD) 23,000 Auxiliary and innovative Signaling TrainGuard MT CBTC services • A mobile app is available. It has route-planner functions but no real- 3 time traffic information Network length in km 13.2

Number of stations in operation 21

Date commissioned 2006 KEY POINTS Passengers per car 200 • The network is recent and the infrastructure is new and well maintained. This explains in part the reliability of the service and the strong Manufacturer / model Siemens / VAL 208 satisfaction of customers regarding cleanliness. • The fraud rate is considered as moderately high for a closed network. This rate Average commercial speed 25.5km/h does not fall within the average in Italy, which appears to vary between 1% and 3%.

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

90 91 VANCOUVER: CANADA Line Age of network* 8 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Vancouver • High commercial speed (35km/h) but long average distance between and rolling stock stations (1,300m) 1 • Long headways, with 6-min intervals at rush hour 3.2 Line Canada Line • Accessibility: good for PWRM (>80% of stops) • Fraud rate: 5.4% Wheel type Steel

Degree of automation GoA4 Service reliability • The operator does not disclose figures on punctuality, but this last is judged as satisfactory or very satisfactory by 92% of passengers and quality • Cleanliness: 87% of passengers give a good to excellent rating of cleanli- Operator Protrans BC ness in trains and in stations 2 • Passenger information: real-time information disseminated on plat- 2.75 forms; scheduled times on the Translink website Transport authority Greater Vancouver Transport Authority • Passenger safety: 82% of passengers give a good to excellent rating of on-board safety Passengers per hour and per direction (PPHPD) 15,000

Auxiliary Signaling SelTrac CBTC - UTO and innovative services Network length in km 19.2 3 • No dedicated app, but a route planner developed for mobiles Number of stations in operation 16

Date commissioned 2009

KEY POINTS Passengers per car 334

• The Canada Line was built as part of a public-private partnership. SNC Lavalin is the operator for a 35-year period, with minimum frequency guaranteed by Manufacturer / model Translink. Average commercial speed 35km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

92 93 VANCOUVER: EXPO Line / MILLENIUM Line Expo Line: 31 years Age of network* Millenium Line: 15 years

CHARACTERISTICS evaluation*

Infrastructure City, Country Vancouver, Canada and rolling stock • High commercial speed (45km/h) but long distance between stations 4 (>1,500m) Expo Line Line Skytrain Expo Line Skytrain Millenium Line 1 • Average headways, with 2-min intervals at rush hour • Fraud rate: 5.5% 3.6 Millenium Line Wheel type Steel

Degree of automation GoA4 Service reliability • The operator does not disclose figures on punctuality, but this last is judged as satisfactory or very satisfactory by 81% of passengers and quality • Cleanliness: 71% of passengers give a good to excellent rating of clean- Operator British Colombia Rapid Transit Company liness in trains and in stations 2 • Passenger information: real-time information disseminated on plat- 2 forms; scheduled times on the Translink website Transport authority Autorité des Transports du Grand Vancouver • Passenger safety: 76% of passengers give a good to excellent rating of on-board safety Passengers per hour and per direction (PPHPD) 16,000 15,000

Auxiliary Signaling SelTrac CBTC - UTO and innovative services Network length in km 28.9 15 3 • No dedicated app, but a route planner developed for mobiles Number of stations in operation 20

Date commissioned 1985 2002

KEY POINTS Passengers per car 500 (passengers per train) 200

•  Rapid Transit Company Ltd (BCRTCTC) operates and maintains the two Skytrain lines on behalf of TransLink. Manufacturer / model Bombardier Transportation Siemens (Val 206 and Val 208)

Average commercial speed 44km/h 33km/h

*Raw grades out of 5, not weighted for age of network. *Age of network in number of years of driverless line operation.

94 95 Indicator assessment methodology

Performance is graded in 5 levels so as to determine for each indicator the relative performance of each network in the benchmark APPENDICES

Performance level Scored out of 5 attribution of grade

Mediocre performance

The least efficient network in the scope 1

Grade attributions are Insufficient performance 2 systematically objectified on the basis of the quantitative data compiled Average performance 3 Where quantified data are not available, the grade is based on all the supplementary Good performance qualitative items liable to 4 enlighten the analysis

Excellent performance

The most efficient network in the scope 5

96 97 The comparative analysis of the metro lines is based on indicators taking account of infrastructure, service quality and the age of the assets

Performance of infrastructure Commercial speed and rolling stock Distance between stations Grades for the performanc Headway of infrastructure Accessibility and rolling stock Intrusion rate in network 1 0.5

The effect of age Overall performance Grades for the performance on the infrastructure of the metro line and rolling stock of driverless metro lines

Punctuality 1.5 Grades for reliability Cleanliness and service quality Passenger information performance Passenger safety Service reliability and quality

98 99 Communication-based train control (CBTC) architecture Glossary

The main characteristics of the CBTC system are: Automated guideway transit (AGT): a GoA 3 (Grade of automation 3): • the localization of trains independently of track circuits; system similar to the metro, in that it runs driverless operation in which the • high-speed dual-direction transmission between ground equipment and trains; on a dedicated circuit which does not train is started and stopped auto- • a system comprising computers located both on ground and in trains. interfere with other modes of transport. matically but an operator (not a It differs from a metro by often being com- driver) is responsible for controlling posed of one car per train, with a maxi- the doors and operating incidents mum capacity of 100 passengers. Through and is called on to drive the train Automatic Train Supervision (ATS) serves as an interface between its simple design, AGT does not have the where necessary ATS the operators and the system. It can be used to control and glob- same limitations as a metro. GoA 4 (Grade of automation 4): ally supervise the system and manage train flows in respect of Train supervision operation with no human resources theoretical service. Automatic train protection (ATP), auto- on board, in which the train is started matic train control (ATC), automatic train and stopped automatically and the Wayside ATP: manages communications with the trains in its operation (ATO): onboard systems serving control of the doors and operating Wayside ATP + ATO area and calculates the movement limits to be respected by the respectively to prevent collisions, control trains incidents are fully automated. route setting and train regulation, and con- systems Wayside ATO: controls the destination of trains and the parame- ters for regulating their movement (station stop times) trol train acceleration and deceleration. Availability: an indicator quantifying the difference between the actual number of Automation level: the level of automa- Several technologies exist for communications between onboard systems and ground systems, including kilometers traveled and the number of tion is defined according to the division induction loops, beacons and radio communication. This last technology is the most widely used theoretical kilometers. Availability is cal- of responsibilities between the system and culated as the ratio between the actual human resources of the activities relating Onboard ATP: continuous control of train speed consistent with number of kilometers traveled and the safety criteria (braking management where necessary). Serves to to the operation of the service. Onboard ATP + ATO communicate the data necessary to operations with the Wayside number of theoretical kilometers.

systems ATP GoA 1 (Grade of automation 1): Onboard ATO: automatic control of the acceleration and braking 100% manual operation in which the Communication-based train control of the train, consistent with theoretical service driver is responsible for starting and (CBTC) system: an automatic stopping the train and controlling the control system (train or metro) based on doors and operating incidents. continuous communication between the GoA 2 (Grade of automation 2): train and the computers used to coordi- nate traffic. ATP: Automatic Train Protection semi-automatic operation in which the train is started and stopped auto- ATO: Automatic Train Operation Conventional metro (as defined for the matically but the driver is responsi- study): a metro (see definition above) ble for controlling the doors and whose running is entirely or partially operating incidents and is called on ensured by a driver (grade 1 and grade 2) to drive the train where necessary

100 101 Driverless metro (as defined for the : a fully automated light Frame of references study): a mass transit system operating transit rail system. The term is generally on a dedicated underground or over- used only for raised, single-rack shuttles “The trend to automation”, London Seminar, UITP 2013 ground circuit powered by rail and trans- operating over short distances at airports, porting passengers essentially making leisure parks or compact urban areas. “Metro automation – facts and figures”, UITP back-and-forth journeys/commutes. the number of passengers per Generally speaking, the train is made up PPHPD: “Observatory of automated metros 2013” hour and per direction is a measurement of several cars (up to 6 or 8), comprises of the capacity of a public transport “UTO Metros opportunities and challenges”, Arts et métiers a raised access level, and has a capacity system. PPHPD is used to determine the of over 100 passengers. The train is oper- “The automation control systems for the efficiency of metro transit lines” capacity requirements of the rolling stock ated entirely automatically without driver (and thus the CAPEX and OPEX of the input (grade 3 or grade 4). The LTR, AGT “Impacts of Unattended Train Operations on Productivity and Efficiency in Metropolitan project). and people-mover systems defined in this Railways”, Judith M Cohen, Alexander S Barron, Richard J Anderson, Daniel J Graham, 2015, Transportation Research Board glossary do not fall within this category. Punctuality: an indicator quantifying the difference between the actual time of Driverless metro operators: TL (Transports “The impacts of moving block signaling on technical efficiency: An application of pro- arrival at a station and the theoretical time Publics de la Région Lausannoise), ATM pensity score matching on urban metro rail Systems”, Shane Canavana, Daniel J. Graham, of arrival. Regularity can be calculated as (Azienda Transporti Milanesi), BCRTC Patricia C. Melo, Richard J. Anderson, Alexander Barron and Judith M. Cohen, 2015, the percentage of trains respecting the (British Colombia Rapid Transit), GTT Railway and Transport Strategy Centre, Centre for Transport Studies, Dept of Civil and theoretical time of arrival. (Gruppo Torinese di Transporte), TMB Environmental Engineering, Imperial College London (Transports Metropolitans de Barcelona), Regularity: an indicator quantifying the “Future of rail 2050”, ARUP TRTC (Taipei Rapid Transit). difference between actual headways and theoretical headways. Regularity can be “Copenhaguen metro – The best metro in the world 2010”, Ansaldo STS Light rail transit (LRT): a system operat- calculated as the percentage of trains ing on a circuit that may be shared with “The world cities in 2016”, Nations Unies respecting theoretical headways. other modes of transport (such as cars), “The economic of public transportation 2007”, Taylor & Francis often powered by a catenary, the trains Urbanization: population movements from of which have a limited number of cars (1 rural areas to urban areas, or the transfor- “The future of Transportation 2015”, Siemens or 2). Trams are included in this category. mation of rural areas into densely popu- lated urban areas. 2015 Annual activity reports for metro operators and suppliers Metro: a mass transit system operating on a dedicated underground or overground INSEE communications circuit. Generally speaking, the train is made up of several cars (up to 6 or 8) and LVMT Laboratoire Ville, Mobilité et Transport communications comprises a raised access level. Specialised press articles: Streetsblog, CityLab, Nordbayern, Railway Technology, Gulf News, Think Railways, MarktSpiegel, Business Insider…

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