Urban and Railway Transport Studies

YearbookInternational

2018 Urban and Railway Transport Studies

Mastère Spécialisé® de l’École des Ponts ParisTech Systèmes de Transports Ferroviaires et Urbains URBAN AND RAILWAY TRANSPORT STUDIES INTERNATIONAL YEARBOOK 2018 Urban and Railway Transport Studies International Yearbook

Encadrants à l'École des Ponts ParisTech 2018 Françoise MANDERSCHEID

Experts Arnaud DAUPHIN (AFD) En collaboration avec l’AFD Hubert NOVE-JOSSERAND (ex-Banque mondiale et Systra) Mastère spécialisé® de l’École des Ponts ParisTech Systèmes de transports ferroviaires et urbains

Avertissement Ces mémoires constituent un travail à visée pédagogique dans le cadre d’un diplôme universitaire et ne constituent en aucun cas une étude susceptible d’être réutilisée dans un cadre commercial ou scientifique. Son contenu n’engage que la responsabilité de ses auteurs.

Warning These studies are academic works, made in an academic context. They cannot be used for commercial or scientific purposes. Their content is the sole responsibility of their authors. Édito

Editorial Sophie MOUGARD de l’École Directrice ParisTech des Ponts des Ponts École ParisTech’s Headmaster « Systèmes de transports transports de « Systèmes ® , created in 2008. Year after year, year, after Year in 2008. , created pour vous les faire partager. les faire vous pour ® Sophie Mougard to share them with you. with them share to Yearbook sa création en 1747, l’École des Ponts ParisTech a a ParisTech des Ponts l’École en 1747, sa création its creation in 1747, École des Ponts ParisTech has always has always ParisTech des Ponts École in 1747, its creation ince of generations training in the spotlight, put infrastructure projects railway major be part of on to went who engineers of father Bienvenüe, as Fulgence world—such the around all TGV the pioneers of one of Lacôte, in Paris; François the metro Duthilleul, Jean-Marie as well as Alstom; and SNCF within very still is tradition This stations. train numerous of architect epuis a et infrastructures de choix aux place donné une toujours participé qui ont d’ingénieurs générations des ainsi formé du monde ferroviaires projets des grands à la réalisation pari- du métro père Bienvenüe, que Fulgence tels entier, au sein TGV un des pionniers du Lacôte, sien, François Duthilleul, Jean-Marie que ainsi d’Alstom, et de la SNCF architecte des gares. Cette tradition demeure très vivante aujourd’hui aujourd’hui vivante très demeure tradition Cette gares. des architecte aux transports dédiées formations plusieurs accueille puisque l’école Spécialisé Mastère le comme mobilité la à et the quality and relevance of our students' projects never waver, inspiring inspiring waver, never projects students' our of and relevance the quality a in them collect to us - dedi courses training several hosts school the since today, alive much Transport and Urban such as the “Railway and mobility, transport to cated Master Advanced Engineering” System ferroviaires et urbains », créé en 2008. La qualité et l’intérêt des travaux travaux des l’intérêt et qualité La 2008. en créé urbains », et ferroviaires a année, nous après année pas se dément ne qui étudiants, nos de dans un Yearbook à les réunir conduit S D

® headmaster A word from the Advanced Master’s

’est dans le cadre du Mastère Spécialisé® « Systèmes t is for the “Urban and Railway Transport System Engineering” de transports ferroviaires et urbains » que les étudiants Advanced Master® that students have to design a transport project réalisent un projet de transport dans une ville étrangère. in a foreign city. That project consists of a feasibility study, similar to Il s’agit d’une étude de faisabilité, similaire aux études those performed in the design stage of a project by offices such as amont en phase d’émergence, que réalisent les grands Systra or Parsons. This collective study, allowing students to comple- bureaux d’études comme Systra ou Parsons. Ce travail ment one another with their different savoir-faire, is carried out in the collaboratif, faisant jouer les complémentarités des form of a short thesis. Csavoir-faire, prend la forme d’un mini-mémoire. I This study has to develop a project that has never been made or stu- Cette étude porte sur un projet qui n’existe pas encore et qui n’a pas died before. That’s why, for the past 3 years, topics have been chosen été étudié. Ainsi, les sujets sont choisis depuis 3 ans avec l’Agence fran- together with the Agence française de développement and focused on çaise de développement et concernent des transports de masse dans mass-transit in megacities of developing countries, or countries the World les grandes mégapoles en voie de développement ou des pays que Bank helps rebuild. But the students don’t go to the towns they study. la Banque mondiale accompagne dans leur reconstruction. Mais les They make use of a large network of experts, embassies and financial étudiants ne se rendent pas sur place. Ils sollicitent le vaste réseau des institutions, online resources and... their own resourcefulness. experts, des ambassades, des institutions financières, utilisent au maxi- For the 2018 promotion, we have selected with the Agence française mum des ressources documentaires sur le net et… leur débrouillardise. de développement projects concerning three continents: Asia, Africa and Pour la promotion 2018, nous avons sélectionné avec l’Agence fran- South America. Two groups of students worked on railway subjects: one çaise de développement, des projets situés sur trois continents : l’Asie, across the Andes, between Argentina and Chile; the other on the missing l’Afrique, l’Amérique du Sud. Deux groupes d’étudiants ont travaillé sur link of the silk road, between Ankara and Tehran. The four other groups des sujets ferroviaires : l’un sur une liaison transandine entre l’Argentine had urban subjects: two about mass transit, one for Semarang in Indone- et le Chili et l’autre sur le maillon manquant de la route de la soie entre sia, the other for Hyderabad in Pakistan ; the last two on exclusive trans- Ankara et Téhéran. Les quatre autres groupes avaient des sujets urbains : port lanes: a tramway for Lusaka in Gambia and one between Taguig deux projets pour un transport de masse, l’un pour Semarang en Indo- and Makati in Philippines.

L’édito de la directrice directrice L’édito de la du Mastère Spécialisé nésie, l’autre pour Hyderabad au Pakistan ; deux projets de TCSP : un Their summaries are at your disposal in this Railway and Urban tramway à Lusaka en Gambie et un autre entre Taguig et Makati aux Transport Studies' Yearbook. We hope that, just like the embassies, cities Philippines. and governments asking us to circulate these studies, you will clearly see Vous pourrez en parcourir les résumés dans ce Railway and Urban how interesting they are. We wish you a pleasant read and a good trip, Transport Studies’ Yearbook. Nous espérons que, tout comme les ambas- from the Silk Road to the Andes. sades, les villes et les gouvernements qui nous demandent la diffusion de ces études, vous serez sensible à la qualité de ces travaux. En vous souhaitant bonne lecture et bon voyage, de la route de la soie à la cor- dillère des Andes, en passant par Semarang et Lusaka.

Françoise MANDERSCHEID Directrice du Mastère Spécialisé® « Systèmes de transports ferroviaires et urbains » Françoise Manderscheid Françoise Manderscheid Advanced Master's Headmaster 2 3 The Advanced Master

Il était une fois le Mastère Spécialisé® Once upon a time there was the "Urban and Railway ® ® « Systèmes de transports ferroviaires et urbains » Transport System Engineering" Advanced Master

e Mastère a été créé en 2008 pour pallier la pénurie d’experts he Advanced Master was created in 2008 to make up for the ferroviaires pour la RATP, la SNCF Alstom, Bombardier, Siemens, shortage of railway experts for RATP, SNCF Alstom, Bombardier, etc. Cette formation propose une vision d’ensemble du système Siemens, etc. This training course provides an overview of the ferroviaire et urbain, selon une approche multidisciplinaire, inté- railway and urban system, using a multidisciplinary approach grant les aspects techniques, économiques et règlementaires. with technical, economic and regulatory angles. It is aimed at Elle s’adresse à des professionnels ayant déjà plusieurs années professionals with several years of experience in transport. Stu- d’expérience en transport. Les étudiants y apprennent à conce- dents learn how to design, operate and maintain a variety of Lvoir, exploiter et maintenir les différents transports guidés, qu’il s’agisse Tguided transport systems, including trains, subways, trams and BRT, as de trains, de métros, de tramways ou de Bus Rapid Transit (BRT), ainsi well as their infrastructure. A particular emphasis is put on mass transit, que leurs infrastructures. On insiste particulièrement sur le mass-tran- since rapid urbanization means that high-capacity transportation beco- sit dans un contexte où l’urbanisation galopante rend indispensable le mes essential to cope with congestion and pollution. recours à des modes de transport fortement capacitaires pour faire face Nearly 160 professionals teach and supervise students on collective à la congestion et à la pollution. projects. Indeed, the training course relies heavily on them: the design of Près de 160 professionnels participent à l’enseignement et enca- an infrastructure, the design of a signalling plan and the design of rolling drent les étudiants sur des projets collectifs. En effet, l’enseignement du stock. Specifically, the latter happens to be the design project for a new Mastère s’appuie sur plusieurs grands projets, notamment le tracé d’une transport system in a foreign country; the summary of these studies can be infrastructure, la conception d’un plan de signalisation et la conception read in this very publication.

d’un matériel roulant. Ce dernier se trouve être le projet de conception The Advanced Master gives students the title of “International Experts ® d’un nouveau système de transport à l’international, dont vous pouvez in Railway and Urban Transport System Engineering”. In the same class, lire les résumés dans le présent ouvrage. there are design or maintenance engineers, operating or signalling experts, Le diplôme confère aux élèves le titre d’ « experts internationaux en systems engineers, economists, project managers… Today, the alumni systèmes de transports ferroviaires et urbains ». Se côtoient dans une form a network of 350 students in more than 20 countries. The value of même promotion ingénieurs de conception ou de maintenance, experts this network lies in the variety of student profiles and experiences. Many of Le Mastère Spécialisé en exploitation ou en signalisation, ingénieurs systèmes, économistes, them are involved in teaching and organizing visits or study tours, which chefs de projet. Aujourd’hui les anciens élèves du Mastère constituent also contribute to the vitality of the Advanced Master® and its international un réseau de 350 alumni présents dans plus de 20 pays. La richesse reputation. du réseau réside dans la variété des profils et des expériences des étu- diants. Beaucoup d’entre eux s’impliquent dans l’enseignement et l’or- ganisation de visites ou de voyages d’études qui participent aussi à la vitalité de la formation et à sa notoriété internationale.

Françoise Manderscheid Françoise Manderscheid

4 5 6 Enseigner le ferroviaire à l’École Railway classes at the École Louis-Charles SEVENE Louis CAMBOURNAC Charles FEYRABEND Amédée BOMMART François JACQMIN Albert DESCUBES Paul BOUVAREL Charles BRICKA Jean ALIAS Pascal LUPO

} 2003 1880 1867 1968 1842 2013 1832 1940 1899 1873 1927 1972 1852 1985 1918 1891 1961 1855 1951 2008 } } Robert BIAIS Georges CHAN André MARTINET Désiré FOUAN Jules MARTIN Jacques MANIEL Charles-Joseph MINARD Philippe ROUMEGUERE Françoise MANDERSCHEID Pierre DominiqueBAZAINE-VASSEUR « Systèmes detransportsferroviaires et urbains » Création du Mastère spécialisé Birth of the Advanced Master ® Page from a 19th century students’ project journal sées, Ms. 3153, enlignesur http://patrimoine.enpc.fr Extrait du Journal demissionen Allemagne d’Albert Petsche, Ferdinand Conessonet Louis Goury, 1884.École nationale desponts et chaus- Page from Pierre DominiqueBazaine-Vasseur from 1873. sur http://patrimoine.enpc.fr. Extrait duCoursdecheminsfer dePierre DominiqueBazaine-Vasseur de1873.École nationale desponts et chaussées,4°23037, enligne 7 Sommaire 9 Table of contents Le voyage à Shanghai voyage Le Shanghai The trip to A Bus Rapid Transit (BRT) (BRT) Transit Rapid Bus A Pakistan in Hyderabad, Feasibility study of of study Feasibility Philippines MRT, Taguig Reopening of a railway a railway of Reopening Chile between service and Argentina 47 86 73 23 La Source, La Source, de savoirs diffuseur The library Design of a massDesign of in system transportation (Indonesia) Java Semarang, Improving Ankara- the Improving Link Rail Tehran 2017-2018 La promotion The Students Implementing a Bus Implementing system Transit Rapid Zambia in Lusaka, 11 84 35 59 90 Improving the Ankara-Tehran Rail Link

Yann BAILLOT-NOMANT Richard BALANSARD Emma CHASSET Bertrand LAUDE Benjamin LEDUNE Marie-Rose NAWFAL

10 11 Improving the Ankara-Tehran Rail Link Improving the Ankara-Tehran Rail Link

e rapport propose une solution au goulot d’étranglement qui existe 1. Challenges & Opportunities of New Silk Roads en Turquie au niveau du lac de Van sur la liaison ferroviaire entre C Ankara et Téhéran, composante des nouvelles routes de la soie. The New Silk Roads concept mainly encompasses Eurasian commercial itineraries Cette situation de blocage n’empêche pas seulement les échanges écono- along railways, roads and seas (northern route through Russia, northern route through miques en provenance ou à destination des puissances émergentes de la the Arctic, southern Route through Iran and Turkey or through the Malacca Straits, Ma- région mais également les relations commerciales entre la Chine et l’Union laysia and the Bab-el-Mandeb Straits, Djibouti). It is also a Chinese project under the européenne. L’amélioration de cette liaison ferroviaire permettrait de créer name Belt Road Initiative (BRI) or One Belt One Road initiative (OBOR) and a Chinese- un corridor de passage alternatif à celui passant actuellement par la Russie. C’est dans ce contexte qu’une analyse des différents flux de trafic de marchan- driven multilateral investment bank: the Asian Infrastructure and Investment Bank (AIIB) dises sera étudiée afin d’identifier l’intérêt du corridor sud des nouvelles created in 2015. routes de la soie. La traversée par ferry-rail du lac de Van sera présentée The bilateral trade between China and the EU has reached € 520 billion in 2016, pour mettre en évidence les faiblesses de ce chaînon manquant. Dans le but of which two thirds are imported by the EU from China and one third is exported to d’améliorer l’offre de transport à destination des chargeurs et des voyageurs, China by the EU. This volume has doubled between 2006 and 2016 and is mostly un diagnostic territorial de la région du lac de Van et au-delà sera réalisé et plusieurs itinéraires alternatifs seront proposés. Une analyse multicritères sera transported by sea, which represents a 69% modal share. The main threats identified effectuée pour établir un scénario de référence à partir duquel le système on the southern sea route through the Malacca and Bab-el-Mandeb Straits, Djibouti, sera conçu. La faisabilité technique, les principes d’exploitation et le modèle are piracy and, from China’s perspective, the presence of US and Indian navy facilities. économique de la solution proposée seront décrits en détails après quoi une Rail forwarding stands for 1% of the total amount between China and the EU, mainly description des différents jalons, acteurs et prérequis du projet sera proposée. for high-value or time to market products e.g. automotive spare parts, electronics, L’étude s’achève par la perspective de montée en charge du corridor sud et les différents leviers à disposition pour en augmenter la capacité et en faire un clothing. A 95% share of rail freight between China and the EU is forwarded on the itinéraire de fret ferroviaire d’envergure mondiale. northern route through Russia. The southern route represents a longer but interesting alternative to the northern route, bypassing Russia. It also makes bilateral trade Mots-clés : nouvelles routes de la soie, transport ferroviaire international de easier to and from the emerging economies of the region, Turkey and Iran, especially marchandises, Chine, Union européenne, Iran, Turquie, lac de Van manufacturing goods and raw materials. It has drawn about half of the Chinese investment into OBOR infrastructure projects and is a major opportunity to develop Chinese his study presents a solution to the existing Van Lake bottleneck in exports, especially from its inner provinces, and access raw materials in the Eurasian Turkey along the Ankara-Tehran railway, a major railway link in the T One Belt One Road vision. This situation limits international trade not region. Turkey and Iran, through their national railway companies TCDD and RAI, have only between the emerging economic powers in the Middle East and Asia, but developed ambitious programs to develop their rail network and could benefit from also between China and the European Union. Improving this railway link would international freight traffic development induced by OBOR. create an alternative corridor to the existing northern route through Russia. Altogether, the southern route is expected to forward 408,000 twenty-foot equi- In this regard, an analysis of the potential railway freight traffic volumes, i.e. valent unit (TEU) in 2027, of which the authors estimate that 215,000 TEU will flow bilateral and multilateral trade, will be investigated to understand the interest in developing the southern route. The Van Lake train-ferry crossing will be through the Iran-Turkey border, where the Van Lake bottleneck limits foreign trade presented to highlight this missing link. A comprehensive study of the Van Lake development. region and beyond will be conducted, and several options will be proposed to improve the transportation offer for freight and passenger customers. A multi-criteria analysis will be provided to elect the best option, which will be presented in terms of system design and technical feasibility. The study will then deal with the proposed railway operations organization and its business model, along with a description of the milestones, stakeholders and prerequisites of the project. Finally, the study concludes with the perspective of the demand growth on the southern route and the possible solutions to improve its capacity and make it a world-class freight corridor. Keywords: one belt one road, international railway freight transport, China, Euro- pean Union, Iran, Turkey, Van Lake

12 13 Improving the Ankara-Tehran Rail Link Improving the Ankara-Tehran Rail Link

Van Lake by the south (1), the second scenario bypasses the Van Lake by the north (2) and the third scenario connects the Ankara-Kars railway in Turkey to the Jolfa-Tehran in Iran, creating a railway link between Horasan, Turkey and Marand, Iran (3) further north. Based on a time and cost comparison, we have selected the scenario (1) which connects the Tatvan and Van railway stations.

3. System Design of Tatvan-Van Railway For interoperability purposes, the system design is mainly based on the features of the existing Turkish railway network. As such, a standard-gauge single track is proposed for the Tatvan-Van railway to be operated by Turkish diesel engines only. Freight wagons authorized on the new line will be adapted to customer needs: car transporters, contai- ner flat wagons, open wagons and tank wagons, while locomotives will be leased from TCDD. The system design also contains innovative features: ERTMS level 1 is proposed and reservations are made for a double track and an electrification of the railway. The proposed railway line is designed for a maximum speed of 120 km/h in plains and 80 km/h in mountain areas, with a 15% maximum gradient. The curves shall Figure 1: Railway freight volumes forwarded or expected on the New Silk Roads. Source: © Andreas Schwilling (on respect a minimal radius of 1,000 m in plains and 500 m in mountain areas. Three behalf of Roland Berger), Study: Eurasian rail corridors, September 2017, for UIC (International Union of Railways): bridges longer than 1,500 m shall be built with reinforced concrete and an extensive https://uic.org/IMG/pdf/a-schwilling-roland_berger.pdf; modified by Bertrand Laude, 2018. use of long bridge decks, with at least 8 rows of piers each. Three tunnels shall be erected from a total length ranging from 2,300 to 4,000 m with a 45 to 50 sq. m. air section, allowing future electrification if necessary, and meeting the Tunnel Interope- 2. Diagnosis and Possible Solutions for Van Lake rability Technical Specification (ITS) standards. Bottleneck As a single track, the Tatvan-Van railway will need several crossing points at Koprücük, Akdamar, Ciçekli and Bakaçik. Hot axle box detectors are also recom- The Van Lake is one of the few freight ferry-rails in the world, along with the Sassnitz mended for heavy freight and will be implemented near Koy Luca next to several 15% facilities on the Baltic Sea. The natural characteristics of the region explain the absence ramps and close to Van. The current Tatvan city station, which is an end station with of a railway link between Tatvan and Van, especially seismicity, since the Van Lake re- a turnaround to Tatvan harbour station, will be adapted to a transit station; whereas gion is contiguous to the Anatolian, Arabic and Eurasian tectonic plates. Since 1983, six the current Van city station, between the Van harbour station and the Iranian border, earthquakes from 6.4 to 7.2 on the Richter scale have been recorded in the area. The will be adapted to an end station—i.e. trains will stop there to change locomotives ground is elevated from 800 to 2,100 m and the soil around the lake is mainly metamor- and drivers, and do a turnaround. Further modifications will be implemented on the phic, sedimentary and volcanic. station premises to allow diesel and sand supply for the engines and easy turnaround The region is sparsely populated (below 1 inhabitant per square km), mostly by for the trains. No depot will be built, since locomotives and wagons will be maintained Kurds, whose wish for autonomy or even independence represents a challenge for all by their owners outside the Tatvan-Van railway premises. For performance purposes, countries in the area, especially Turkey. Bilateral relationship between Turkey and Iran authors also recommend to add a track and ballast renewal between Malatya and appear rather pragmatic and trade-driven despite political and religious antagonism Tatvan, west of the Tatvan-Van railway. in the Middle East. Based on a multi-criteria analysis, the authors of this essay have studied eight preliminary scenarios, of which three have been retained for deeper analysis. Among the three latter scenarios, which are all railway links, the first scenario bypasses the

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need 30 locomotives, excluding maintenance. Altogether, the freight operating company (FOC) will need 33 locomotives. We have estimated the personnel needs at 72 drivers and 16 signallers, excluding the management of the FOC. The FOC will be responsible for the train movements and wagon delivery. It will lease locomotives and wagons from a rolling stock operating company. Freight vendors will access the Tatvan-Van railway through an international freight forwarding company. Passengers will be able to travel on this line through the TCDD fare distribution system. The rail network Infrastructure Operator (IO) will own the new railway and as such be responsible for its maintenance and access through the selling of train paths to the FOC and TCDD. The IO will also need to add five crossing points on the section between Malatya and Tatvan in Baskil, Camliyurt, Mesedali, Demirkapi and Kirik so that freight trains running in opposite directions can pass each other, and so that passenger trains can pass freight trains if necessary. West to Malatya, other Turkish freight train companies will be in charge of the wagons, whereas RAI will be responsible for train operations in Iran. Authors also consider that the multilateral agreement regarding wagon ownership and administrative and border controls of freight trains along the southern route will be signed when trains will start to run on Figure 2: Proposed Route for a New Rail Link between Tatvan and Van. Source: "Map of Lake Van" © Dogu Ari, 2015, the Tatvan-Van railway. This agreement will allow freight wagons to run from China to CC-BY-SA (https://commons.wikimedia.org/wiki/File:Akhtamar_Island_on_Lake_Van_with_the_Armenian_Cathe- Turkey and backwards with no need to change wagons and transfer freight at national dral_of_the_Holy_Cross.jpg; modified par Yann Baillot-Nomant and Marie-Rose Nawfal), modified by the students. borders.

4. Operations Organization of Malatya-Van Railway The services operated on the Tatvan-Van railway will be part of the Malatya-Van railway operations. Indeed, Malatya is an important railway hub in eastern Turkey, allowing westward connections to Ankara, Istanbul and beyond, as well as southward connections to Adana and the major port of Mersin. Considering the railway traffic forecast and the empty trains circulating eastward due to an asymmetric flow of goods, authors have considered 6 freight trains each day in each direction, i.e. 3,600 trains every year. This means a 295,000 TEU capacity, i.e. 38% more than the total capacity needed for 2027. In addition, 3 passenger trains will be operated each day in each direction, stop- ping at Malatya, Elazig, Mus, Tatvan and Van. Considering this level of service, three DE36000 locomotives will be necessary to pull the heavy freight trains. This tractive power is required to overcome rolling resistance during starting motion, and to keep an average speed of 60 km/h on 15% ramps. The three units connect at the head of the train through automatic coupling, which saves time and money. Diesel engines need a single driver, but trains will be operated with two drivers to Figure 3: Stakeholders of the Proposed Tatvan-Van Railway. Source: © Emma Chasset and Yann Baillot-Nomant, 2018. meet the regulatory requirements in Turkey. Additional staff will operate in Malatya, Tatvan and Van stations to sort trains and wagons. The operational programme will

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5. Financing of Tatvan-Van Railway and supply the whole system (mainly track and signalling sub systems) including the The Tatvan-Van railway project is estimated at € 3 billion, of which € 2 billion for the appropriate studies in their field of expertise. The PMC will eventually supervise the design and build works, € 0.3 billion for the system supply and integration, and € 0.7 contractors so that contract requirements are met to ensure a smooth system integra- billion for the related engineering works between Malatya and Tatvan. The necessary tion and delivery to the project owner. The project is expected to last an estimate of investment shall be provided by the Turkish national budget for a 40% share, an AIIB 13 years, including 1 year of preparation of investment agreements and PMC arrange- loan for a 30% share with interest at 2.5%, a European Investment Bank (EIB) loan for a ments, 5 years of project studies, 5 years of engineering works and equipment supply 20% share with interest at 2%, and a direct investment of the Qatar Investment Authority and installing, and 1 year of system testing and integration. (QIA) for a 10% share. AIIB and EIB loans can easily be explained since the southern route will create an alternative to the northern route and serve both Chinese and Euro- pean interests. Qatar being the second Asian investor in Turkey explains the QIA share as well as the logistical support granted by Turkey to isolated Qatar during the 2017- 2018 diplomatic crisis with the other Gulf Cooperation Council (GCC) members. The IO managing the Turkish rail network will be responsible for maintaining the new single track and all related infrastructure assets between Tatvan and Van. As such, the average operational expenditures are estimated at € 3.5 million per annum, covered by the selling of access rights to TCDD, the passenger train operating company, and to the new FOC running between Tatvan and Van. For that purpose, the IO will price passenger train paths at € 3 per train-km, and freight train paths at € 6 per train-km (compared to a € 8 rate per train-km through Getlink). The FOC operating trains between Malatya and Van will bear an estimate of € 46.5 million operational expenditures per annum, of which € 23.4 million of energy costs, € 12.9 million of train access charges, € 5.4 million of engine leasing costs and € 1 million of personnel costs. The FOC will forward an average load of 214,684 TEU per annum with a rate of € 227 per unit and show an average operational result of € 2.3 million per annum. TCDD will operate passenger trains at its own commercial risk Figure 4: Project Management Organization for the Proposed Tatvan-Van Railway. Source: © Emma Chasset and between Ankara and Van. Yann Baillot-Nomant, 2018. The Net Present Value (NPV) of the project is estimated at € 853 million for both freight and passenger activities, whereas the NPV is negative when calculated sepa- Among the few project challenges identified, the financing arrangements seem rately for freight or passenger activities. These results mean that the balance between decisive to secure the project. It encompasses bilateral agreements between the the project investment and its socio-economic effect is only positive when combined Republic of Turkey and the AIIB on the one hand, between Turkey and the EIB on the for both activities. As such, the internal rate of return is estimated at 8%. other hand, along with an investment contract framework between the Turkish rail network IO and QIA. Another key issue involves a multilateral agreement between the States crossed by the southern route to smooth administrative and border controls 6. Project Organization of Tatvan-Van Railway on freight trains, especially between Turkey and Iran. Eventually, the industry will play The Turkish rail network IO will be the project owner. As such, it will initiate regulato- a major role to ensure the success of the Tatvan-Van railway, including a locomotive ry and environmental procedures. A project management company (PMC) will assist construction programme by TCDD to meet the FOC operational needs, a range of the project owner and conduct the detailed design and build studies, as well as the interface agreements between the FOC and TCDD to arrange a smooth operational systems studies. It will also tender the engineering works and rail equipment supply transition in Malatya and between the FOC and RAI to do equally so in Van. contracts on behalf of the project owner, who will be the sole signee of those contracts along with the contractors themselves. The contractors will lead engineering works

18 19 Improving the Ankara-Tehran Rail Link

7. Next Steps to Improve the Attractiveness of the southern route

The authors have designed the Tatvan-Van railway as one of the many projects which could contribute to the development of the southern route. Indeed, further actions could be taken from west to east in order to develop its rail capacity. Major projects west of Malatya include the future running of freight trains through the Marmaray tunnel below the Bosphorus in Istanbul and the future rail and road bridge bypassing Is- tanbul further north. The extension of the high-speed line from Ankara to Sivas towards Malatya is also an opportunity for freight trains to run on the conventional line. The conventional line in Turkey could be electrified and adapted for double track in the future and link the Tabriz-Tehran and Tehran-Turkmenistan double track electrified lines in Iran. Further east, a long-term standard gauge line project between China and Iran running through Central Asia could end the double break-of-gauge in this part of the southern route. On a mid-term basis, trains could be adapted with variable gauge wheelsets when the technology is ready. Further south, the development of railway capacity in Pakistan and India appears to be an interesting opportunity including standard gauge and freight-only railway projects. Beyond railway capacity, the reinforcement of railway freight competitiveness is a major challenge that the industry needs to address. Express, fast or high-speed freight is a new concept that could bring attractiveness to New Silk Roads e.g. the reorientation of the Moscow-Kazan high-speed project for both freight and passenger purposes with a major Chinese support. The eventual rebalancing of freight flows is a major objective for freight train companies operating on the New Silk Roads to decrease the price per TEU and compete more efficiently with air and sea cargo. Hence, the demand growth and the possible solutions to improve its capacity and competitiveness create a broad range of opportunities to make the southern route a world-class railway freight corridor.

20 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

Youcef ALLOUI Virginie BASTIER Ophélie TISON Nicolas LOREILLE Andrea PAOLI

22 23 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

epuis l’édification des premières cités, la mobilité a toujours été Introduction un élément-clé, venant tant structurer et dynamiser le territoire Pakistan is the 5th most populated country in the world with over 207 million inhabitants. qu’influencer le quotidien des individus. Du fait de la croissance D The staggering increase of the urban population generates multiple traffic challenges démographique et des contraintes territoriales, les déplacements en zone urbaine posent souvent de réels problèmes auxquels les élus such as pollution, congestion and collisions. To cope with these issues, mobility has locaux peinent à faire face. C’est le cas à Hyderâbâd, huitième ville la become a major priority for Pakistan's greatest cities, each of them gradually acquiring plus peuplée du Pakistan avec 1,7 millions d’habitants, dépourvue à ce a Mass Rapid Transit system in order to structure their territory. jour d’un réseau de transport public urbain en capacité de répondre à As Hyderabad enters this dynamic, the goal of this project is to study the feasibility la demande de mobilité de ses citoyens. Reposant sur un diagnostic of a mass transport system on its territory. territorial, une étude de flux et une analyse des caractéristiques tech- The objective of this project is defined based on the city's current diagnosis niques associées, l’étude de pré-faisabilité d’insertion d’un système concerning the geographic, environmental, socio-demographic, economic, admi- de transport de masse adapté aux besoins actuels et futurs préconise nistrative and political contexts, as well as the transport network itself and its varied l’implantation d’un réseau en plusieurs étapes. La première consiste uses. This diagnosis was the main source of information that helped define the desired à insérer une ligne de BHNS bi-articulé parcourant la ville d’ouest en paths and the development of an origin/destination matrix, an indispensable tool for est. traffic modelling. Different scenarios were established and the multi-criteria analysis for each of them led to a preferred line route. The transport demand was estimated Mots-clés : BHNS, transport, pré-faisabilité, Hyderâbâd, Pakistan on this line using the modelling software VISUM of PTV, which allowed us to choose the BRT. The description of this mass transit project includes the network sizing, the rolling stock choice, the technical characteristics of the system, the operation of the line, its ver since the building of the first cities, mobility has always been maintenance, the insertion constraints, the civil works’ conditions of realization, the a key element in structuring the territory, with a strong influence design and the signature of the system. This report also includes the cost of asses- E over the daily lives of individuals. In areas of demographic growth sing the socio-economic and financial profitability of the project, associated with some and increasing urbanization, travel often is a real challenge with which planning elements. local officials and public authorities struggle to cope. This is the case in Constraints raised by the territory analysis highlight the challenges of our project Hyderabad, the eighth most populous city in Pakistan, with 1.7 million for developing a reliable sustainable transport system in Hyderabad. Our goal is to inhabitants: to this day, no urban public transport network has been able to meet the current mobility demand. Based on a territorial diagnosis, improve access to activity hubs by connecting them to the existing network, so that a mobility flow analysis and an analysis of the associated technical an efficient modal share transfer can help resolve the pollution and traffic jam issues in characteristics, this pre-feasibility study (for the creation of a mass the city. To reach this goal, it will be necessary to integrate the transport system within transport system able to respond to current and future transport needs) the city development, establish a dedicated financing plan, control the investment recommends the establishment of a transportation network in several cost, and support local actors. steps, the first being the insertion of a bi-articulated BHNS line running through the city from west to east. 1. Territorial diagnosis Keywords: BRT, transport, pre-feasibility, Hyderabad, Pakistan The city of Hyderabad is located in the province of Sindh, in southern Pakistan. After Karachi, Hyderabad is the second most populated city in the province, with 1.7 million inhabitants. Characterized by a flat landscape and desert climate, the city is subject to various environmental threats such as floods (especially during the monsoon period), air pollution and water contamination.

24 25 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

The population of Hyderabad has a growth rate of 3% and could exceed the The road network supports 80% of the passenger and freight transport demands threshold of 3 million inhabitants by 2050. This rapid growth combines with an uneven (the remaining 20% are divided between rail, fluvial and air transport). The main road population distribution to make mobility a major challenge. Due to the absence of an network (N-5, N55 and M-9) is in good condition, but heavily congested (interurban effective urban planning policy (master plan), the first increase in population density buses entering the center contribute to the worsening of traffic). The secondary occurred in the old city center, followed by the neighborhoods of Latifabad and Qasi- network includes small, narrow city roads that are not properly maintained, lacking mabad. The last spike in population growth happened in the periphery of Hyderabad, sidewalks and road signs, which can lead to hazardous situations. To expand their creating a low density urban sprawl which is detrimental to any meaningful transport roads, Hyderabad invested heavily in that secondary network and created seven new strategy and lacking the necessary infrastructures. overpasses. However, their efforts were thwarted due to the steady growth in traffic. Since formal urban public transport does not exist in Hyderabad, the high rate of individual transportation (72% for motorbike and personal car) further supports the mobility demand of its residents. Informal public transport use, by those who cannot afford to own a car or a motorbike, is mainly ensured by private car, taxi or rickshaw (popular and low cost for a distance lower than 5 km). The territorial diagnosis, issues, and objectives to which the mass transport project endeavors to respond can be summarized as follows:

Main points Challenges Project Goals and Objectives Heavy Pollution Environmental An environment-friendly system of transport Lack of accessibility to the AccessibilityEmployment Interconnections between main clusters of attractiveness residential areas and activity hubs Degraded and congested Alternative modes to indivi- An efficient public transport road networkAbsence of a dual motorized transport formal public transit system Safety and security transport Security and safety Reliable and safe public trans- problems port system Limited governance structure A structured local transport A well-thought global and network optimised network Table 1: Conclusions of the territorial analysis

2. Flow modelling (four-step model) through Visum Thus far, no flow model or traffic study has been made for Hyderabad. Therefore, a Figure 1: Hyderabad population density estimations. Source: © Virginie Bastier and Ophélie Tison, 2018, with Qgis. four-step model was developed using the PTV Visum software with the support of PTV The railway network serves Hyderabad by two stations: Hyderabad (center) and group. Relying on justified hypotheses, the flow model aims to estimate the mobility Kotri (west). Hyderabad station is an important junction (2nd of Sindh after Karachi), flows in 2018 and 2030. with roughly 17 daily stops for passenger trains. One airport serves Hyderabad with The four-step model allowed us to build a model step by step with internally two flights per week (Islamabad and Lahore). collected data, geographical approximation of the main mobility flow, and the possi-

26 27 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

bility to compare several scenarios (through variation of socio-economic parame- 3. Network and system of transport’s characteristics ters inputs and the creation of the BRT line). Visum scenario manager allowed us 3.1. Description of the route to construct a base scenario (2018) and compare it with multiple possible scenarios (2030, 2030 with BRT line). The layout of the Green Line has been refined to take into account the available foot- The four-step model relies on the inter-zone flow of people, with each zone consi- prints and street types. Cross profiles were made in each street, respecting the inser- dered as an emitter and receptor of flow. The perimeter has been divided in 73 zones. tion principles and development recommended by French authorities such as CERTU1, The desired path per transport mode showed that the most loaded public transport but adapted to territory specifications. (PuT) flow was from the west area to Hyderabad center (3,700 pphpd) during rush hour. The assignment analysis helped us define the optimal route for the transport network by the date of commission in 2030. Although several scenarios were considered, the multi-criteria analysis led to a west/east route (that will be named "Green Line") with a forecast of 5,000 pphpd (PuT) during rush hour in 2030.

Figure 3: Example of a new road layout. Source: © Youcef Alloui and Nicolas Loreille, 2018, with Streemix.

The average distance between stations is 500 m. The first implementation plan has been defined according to the hypothesis on services, which may be reworked in later phases with local authorities.

3.2. Rolling stock’s main characteristics In order to cope with the urban mobility and environmental issues as far as 2030, a 24 m long bi-articulated BRT with a Natural Gas Vehicle (NGV) and/or electrical motorization is recommended. Indeed, with a rate of six passengers per m² and a 2.55 m width, the resulting bus capacity will be able to handle the expected number of passengers per

Figure 2: Mobility public transport demands – 2030. Source: © OpenStreetMap contributors; modified by Andrea hour and per direction (pphpd) during peak time (5,500) with a 20% margin in 2030. Paoli 2018, with PTV Visum. Specific equipment is embedded within this system to offer a high quality of service. For example, a static and dynamic passenger information system, heating and cooling sys- In regard to the territorial diagnosis and the level of traffic expected in 2030, it tem, easy access for persons with reduced mobility (low floor), 60 seats (28% of the total has been decided to set up a Bus Rapid Transit (BRT) line. However, all the technical capacity), and CCTV will help increase the quality of service. Dedicated compartments characteristics of a tramway will be taken into account (platform width, lift, multitu- for women are suggested as well, for safety reasons. Since the insertion of a transpor- bular dimensioning...) to allow future evolution into this mode in a more distant future. tation system is a strong element of identity of a city, and the visual appearance of the

1. A public administrative institution under the supervision of the Ministry for an Ecological and Solidary Transition.

28 29 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

system influences its perception and attractiveness, specific attention will be paid to mended, implying that the maintenance criteria are to be included in the conception the design of the BRT, and particularly to the choice of its visual identity, as well as the phase of the project. During the operation period, maintenance at three levels is de- arrangement of the stations and the signage system. fined for each component of the system (infrastructures, stations, rolling stock as well as equipment). The three levels include routine maintenance, corrective maintenance, and systematic and condition-based maintenance. 3.3. Operation To insure good maintenance and to store the rolling stock fleet, two depot sites To insure optimal efficiency of the transport system, a priority at the crossroads with with maintenance facilities are scheduled to be built at the end of the line. As for traffic lights will be set up, as well as an operation for passenger information support operations, the maintenance operations require a trained staff, especially when it system (OSS) due to the technological advances of smartphones, in conjunction with a comes to the rolling stock. dedicated application on board of the vehicle that will be monitored in an operational command center (OCC) by trained staff. This system aims to keep passengers infor- med, safe, and entertained all along their journey. Additionally, specific road signaling 3.5. Civil engineering works as well as physical barriers will be deployed in order to forbid pedestrians from entering The building of the BRT line requires consequent, large-scale construction: road work, the BRT lane. stations construction, sites of depot and maintenance facilities. The chosen executive Thanks to these technical elements, the expected commercial speed is 24 km/h. conditions of building work and the construction phases are configured to limit nega- The operation is defined through the indicators below: tive impacts and to maximize quality of service. The principles of conception of the construction work are as follows: Characteristics Values • upkeep of the road traffic as much as possible during work; Length of the line 13.4 km • upkeep of the access to shops and houses; Round trip 27 min (including 30s of parking time at • work during daytime to avoid noise pollution during night time. station)

Traffic used to dimension the transport offer 65,000 passengers per day The work phases will be spaced out in order not to block the entire city simul- (with 30% of margin) taneously. Temporary traffic routes will be established. A particular attention will be Frequency at peak time 2 min paid to the preliminary steps, such as the rerouting of existing networks and the Frequency at off-peak time 4 min property acquisitions that are traditionally responsible for delays in planning. Operating times From 05:00 AM to 10:00 PM(conformed to existing BRT networks in Pakistan) 3.6. Costs and planning of the project Type of servicing Stop at each station (Omnibus) The creation of this new system and network requires a clear institutional framework Number of vehicles in operation at peak time 34 and the presence of a transport authority responsible for the regulation as well as the pricing policy management. This institution’s goal is to set up a strong public transport Number of operational reserve’s vehicles 2 policy (i.e. parking policy). Currently, the fare of a rickshaw ride is between 10 to 15 Number of maintenance reserve’s vehicles 4 rupees. Based on a benchmark on transport ticket prices and average income, the Table 2: Operational characteristics recommended price of a ride on the Green Line is fixed to 20 Rs (€ 0.14). Using that hypothesis, traffic estimations, rolling stock features and civil engineering works, the 3.4. Maintenance gain was put in regard with the estimated infrastructure and rolling stock costs. The socio-economic study of the project up to 2030 believes that the estimated net present The maintenance of the whole system and network is crucial, since it conditions its du- value is 67 million euros, and the associated internal rate of return (IRR) is about 28%. rability and life expectancy. A global strategy that will ensure lower total cost is recom- The project is therefore judged profitable.

30 31 A Bus Rapid Transit (BRT) in Hyderabad, Pakistan

The creation of the Green Line is planned up to 2030 as follows:

Steps 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Preparation and brief

Concept and developed design

Technical design

Infrastructure and system tender file and action

Rolling stock tender file and action

Network tilting

Civil engineering works

Rolling stock reception

Staff training

Tests

Trial run Commissioning * Table 3: General planning Conclusion Pakistan is currently facing several major challenges. The demographic explosion and the densification of the urban areas have put a strain on basic services management. 23% of the inhabitants are living below the poverty line. Pakistani urban planning puts the accent on the urban sprawl and favors the trans- formation of cities into expansive car-friendly suburban areas. Likewise, in Hyderabad, low-density suburban areas and important residential complexes are thriving. This model discourages the city center development of and creates a dependence on motorized modes, thus contributing to congestion and pollution. This pre-feasibility study recommends an institutional reform and the establishment of new urban governance principles. Additionally, a sustainable and environmental-friendly system as well as a network of transport will be profitable to the whole population. The BRT Green Line represents an opportunity to develop urban public transport in Hyderabad to respond to the 2030 demand. This study shows the necessity for the city to set up an efficient public transport system in order to interconnect the different areas of the city, in which the Green Line is just the first piece of the puzzle.

32 Design of a mass transportation system in Semarang, Java (Indonesia)

Marouan BENHAMMADI Julien DRU Anne LAMBERT Lalaina RAVONIMBOLA Thomas RICHERT

34 35 Design of a mass transport system in Semarang Design of a mass transport system in Semarang

vec une superficie de 373 km² et une population de 1,6 millions Introduction d’habitants, Semarang est la cinquième ville d’Indonésie et la With more than 17,000 islands situated between the Indian and Pacific Ocean, the Re- capitale de la province de Java Centrale. Elle est située dans A public of Indonesia is the largest archipelago in the world. It covers about 1,904,569 km² une zone côtière hautement vulnérable aux risques d’inondations couplés à des phénomènes de haute marée. La congestion routière of land and is home to over 258 million people. Traffic congestion is one of the major est aussi un problème majeur à Semarang. Elle s’explique par une problems faced by Indonesian cities. To address this issue, the government is focusing forte croissance démographique et le développement de l’activité on the development of mass transportation projects. The Indonesian Ministry of Trans- industrielle et commerciale. Puisque le système de transport en place portation has launched several major projects such as the Jakarta Light Rail Transit n’est pas efficace et sous-dimensionné, les habitants se tournent vers project in 2017, the Surabaya MRT, and a similar project in Bandung. l’utilisation de véhicules particuliers. C’est dans ce contexte que nous This paper focuses on Semarang, the capital of the province of Central Java; with proposons la mise en place d’un nouveau mode de transport. Après a total area of 373.78 km² and a population of approximately 1.65 million, it is the fifth l’analyse des centres d’intérêt et des flux de déplacement, un système most populous city in the whole of Indonesia. Situated on the northern coast of Java de transport aérien de type VAL sera proposé. Des études de faisa- Island, Semarang is currently experiencing rapid population growth coupled with an bilité technique et financière appuient l’intérêt de ce nouveau projet. expansion of its urban area, with a devastating impact on traffic. General overview information will be presented along with a diagnosis of the Mots-clés : Semarang, étude de transport, VAL, faisabilité technique, current situation in Semarang. It will be followed by an analysis of the current transpor- faisabilité financière tation system, based on a forecast of population volume, in order to create a proposi- tion for a new transportation system with full financial viability.

major city in northern Indonesia, Semarang covers a total area of 1. Diagnosis of the current situation 373 km² and has a population of approximately 1.6 million people. Semarang spreads over two cities and twenty-six districts. Below are listed the three A This city is highly vulnerable to floods due to heavy rains, coupled main diagnoses of the current situation, on which our project is based. with high tides phenomena. Road congestion is a major problem, which has increased due to a rapid growth in industry and trade activities, coupled with local population increase. Semarang possesses a Bus 1.1. Demographic and hydrological diagnosis Rapid Transit network which is currently both underused and undersized. The city’s trading activities were first developed by the Dutch authorities; it has been This study seeks to determine why Semarang’s citizens opt to commute the province capital since 1950. The increase in population began in 1970 and has been by other means. In order to solve those congestion issues, we propose a new transportation system to encourage residents to reduce the use of exponential ever since. The 2010 census shows a growth rate of 1.43% for Semarang private vehicles. The proposed Light Rail Transit system serves the prin- against 0.9% for the rest of the country. cipal transit axes and major places of interest. To support this project, we The Semarang population has increased from 1.4 million in 2005 to 1.65 million also present technical feasibility and financial viability analyses. in 2017. This growth can be attributed to the influx of people from the hinterland and suburbs area, drawn to the urban center to find job opportunities and better life condi- Keywords: Semarang, LRT, technical feasibility, financial study tions. Before 1970, statistics show that 75% of the population lived in rural areas, against 25% in the urban center. After 1970, the Indonesian government launched an industrial policy which accelerated the rural exodus. By 2015, the rural and urban populations were roughly matched in numbers, which represented a considerable change for the city of Semarang. Following the establishment of a government agency, a university campus and industries outside the urban center, most inhabitants now choose to live in the suburbs.

36 37 Design of a mass transport system in Semarang Design of a mass transport system in Semarang

The flooding risk in Semarang is very high due to two separate natural causes: on 3. Future transport network one hand, the rainy season, especially when the drainage system is no longer efficient Based on those projections for the proposed north-south and east-west axes, a mul- enough; and on the other hand, exceptional high tides – a phenomenon named ‘ROB’. ti-criterial analysis was established to choose the most suitable transportation system These two types of flooding tend to happen more and more often at the same time, to handle the demand from the beginning of service until the year 2068. Three scena- like they did in 2006, with a major impact on the life of coastal areas inhabitants. rios were chosen for the future transport network: • full LRT; 1.2. Transportation diagnosis • full BRT; The railway network in Central Java is divided in two major rail lines: • a combination between BRT and LRT. • the Java north trunk line, running from east to west (Cirebon – Tegal – Semarang – Surabaya); Scenario 1: LRT Scenario 2: BRT Scenario 3: BRT & LRT • the Java south trunk line (Bandung – Kroya – Yogyakarta – Solo – Surabaya). Transportation Europe: Europe: Europe: capacity 3 000 < x < 18 000Asia: 0 < x < 2 000Asia: 0 < x < 18 000Asia: Railway passenger transport lines in Central Java connect the cities of Jakarta, (trav./hr/dir.) 4 500 < x < 27 000 0 < x < 3 500 0 < x < 27 000 Bandung and Surabaya through the Semarang railway stations of Tawang and Pancol. Length lines (km) 45 45 LRT: 20 km The increased number of private cars and motorcycles is causing important traffic BRT: 25 km jams and road congestion. Lots of efforts have been made to solve this problem; in 2009, a Bus Rapid Transport (BRT) was launched to reduce traffic and encourage the Estimated cost 62 8 32.3 population to make the switch to public transportation. (M€/km) Several different Indonesian bus transportation companies, such as DAMRI or Adequacy with Middle and long term Short term From short to long term TranSemarang, operate in six corridors on the major segment roads. Those corridors, the terms (short/ however, are not based on exclusive channels, which is a major disadvantage. As a middle/ long) result, the BRT travel speed is quite low, and the roads still saturated. The main taxi Estimated number 6 6 6 companies in the city are Bluebird and Kosti Taxi. Because they are faster, readily avai- of construction lable and easier to access, people favor them over buses. phases Operation Good Good Breaking of charge 2. Transportation system study The purpose of this study is to evaluate the volume of passengers per hour and per According to this table, the full LRT system seems to be the best scenario for the direction for the major roads in Semarang. Using data from the 2013 transportation de- east to west connection. Line 1 is designed to serve the historical area of the city in partment traffic study, a traffic volume forecast for the major roads was established for the fastest way possible; it will support most of the city traffic. Line 2 is designed to 2028, 2048 and 2068. transport the populations from the northeast, from RSI Sultan Agung station to the Pasar Bulu connection with Line 1. Line 3 connects with Line 1 at a new station, NAP5, 2013 2028 2048 2068 and will serve the south part of Semarang as far as the BRT terminal Pudak Panyung. PPHPD north to south 4,442 8,358 13,990 35,087

PPHPD south to north 4,421 8,318 13,922 34,916 PPHPD east to west 3,484 6,556 10,973 27,521 PPHPD west to east 3,962 7,455 12,479 31,287

38 39 Design of a mass transport system in Semarang Design of a mass transport system in Semarang

Figure 2: Viaduct typical cross section. Source: © Anne Lambert, 2018.

Figure 1: LRT lines. Source: © OpenStreetMap contributors; modified by Anne Lambert, 2018. 5. Rolling stock 4. Infrastructure The Semarang Light Rail Transit will consist of fully automated trains, 2 m wide and 26 m long, with a 266 passenger capacity and equipped with rubber tires bogies. The Semarang is highly vulnerable to rainwater flooding events, as well as important tidal expected maximum speed will reach 80km/h with an acceleration and deceleration of flooding. In order to avoid this major risk, the elevated design of the LRT in connection 1.3m/s². This kind of rolling stock can be provided by several major constructors, such with the BRT system is the wisest choice for the city. The elevated platform is designed as Alstom or Siemens. with a U-shaped double deck, which cannot be stopped by flooding and enables traffic circulation (bus, trucks…) under the deck. The total width of the U-shaped viaduct is about 9 m, and the elevation of the U viaduct piers varies from 5,5 m to 7 m. The design of all stations, including the two specialized stations for the intersec- tion between Line 1 and 2 as well as Line 1 and 3, was established to have a minimal impact on current traffic circulation, to minimal land acquisition costs, and with respect for the environment. The connecting stations between LRT and BRT lines were the

object of a specific technical study. Figure 3: Rolling stock drawing. Source: © Julien Dru, 2018.

40 41 Design of a mass transport system in Semarang Design of a mass transport system in Semarang

To optimize the fluidity of the boarding process, two main points have been taken Operations peculiarities into consideration. The first one is the top of the rail which will be at 945 mm. The Each terminus has a reversal lane. Once a train has traveled the line in one direction, platform will be at the same height to avoid any gaps between the rolling stock and it must be turned around so that it can serve the other direction. The maneuver in the the infrastructure. The second one is the door width: with an opening of 1,300 mm, reversal lane is fully automated and operates in 50 seconds. passenger transfer can be done in 14 seconds, which is exactly how long the doors would stay open at every station. The 750 V DC main power supply comes from the third rail, without any catenary. This alimentation system is a vast aesthetic improvement in regards to the urban project. Special attention will be devoted to interior design; screens will be installed to Figure 4: Drawing of the LRT rolling stock. Source: © Thomas Richert, 2018. communicate all necessary information to the passengers, displaying any information the operator wishes. In the event of an incident on a line section, the presence of railway points outside the terminals must allow the change of lanes in order to turn back and avoid the total interruption of the line. In the event of a prolonged outage putting the line completely 6. Operation and maintenance out of order, substitute buses will provide service along the VAL lines as close to the The LRT-VAL system is fully automated. It ensures a high level of service, providing for stations as possible. instance a train every minute during rush hour. The VAL is driverless and controlled by In order to operate a global transportation system as flexible as possible, we a centralized control station which oversees the running of trains, regulates traffic, and must allow a transfer of material from one line to another. Interchange tracks allow instantly takes all the necessary measures in the event of an incident. The three LRT the transfer of rolling stock from one line to another or from one technical center to lines are stationed on the same platform. Operators control the entire network and another. the movement of trains and passengers through security cameras installed inside the trains and the stations. The centralized control station operates the VAL seven days a week and twenty- 7. Financing four hours a day. A team of at least seventeen agents is required to operate the system For a railway project to emerge, a multitude of upstream studies is necessary for a during working hours. In order to minimize the impact of technical disturbances on good analysis of the global context in which the project is taking place. It is essential to the line, it is also necessary to have ground services workers. In a normal situation, six understand the users’ needs and to propose a technical response, taking into conside- people on the lines allow for very fast interventions during peak traffic hours. ration the socio-economic aspects of Semarang as well. The size of the rolling stock fleet needed to put the VAL into operation at rush A financial approach allows us to measure the cash flow generated by the new hour is 128 trains of 2 cars each, spreading out over the 48 km over the three lines as transportation system put in place and therefore the project’s profitability. We have follows: developed this approach to calculate the NPV (Net Present Value) by 2048. It allows us, on a provisional basis, to assess the financial relevance of our project through the LRT Lines Line 1 Line 2 Line 3 TOTAL direct economic benefit on the public finances of Semarang. All the calculations were Number of trains 50 26 52 128 performed mainly with the database that we received during our training plus some external data. In order to maintain an acceptable level of reliability and availability, it is necessary Initially, the results point to an increase in externalities costs in 2048, worsening the to provide: economic performance. This can be explained by higher purchasing power that leads • 2 spare trains to make up for any equipment breakdown that may occur during to a significant augmentation of private cars and motorbikes users. There is a direct the service; impact on the environment, mainly due to emission of greenhouse gases and noise pollution. • 10% of the total train fleet in maintenance.

42 43 Design of a mass transport system in Semarang

The results also show that a growth in public finances would happen in 30 years’ time, mostly due to the attractive rate that would result in an optimal use of the future transportation system. We assume that the Indonesian government would finance 10% of the venture as it has been done before in similar projects. The rest would be entirely financed by private organizations such as the Agence Française de Développement, the World Bank and the Asian Development Bank, among others.

Conclusion Traffic congestion is a major issue in Indonesia because of rapid population growth. The government of Indonesia launched many mass transit projects throughout many cities of Indonesia, such as Jakarta, Surabaya and Bandung. In this context, this project proposes the design study of an LRT elevated transportation system connecting to a BRT feeder system for 1.65 million inhabitants. The total length of the three LRT lines is 48 km: 25 km for Line 1 going through Semarang from east to west, 7.2 km for Line 2 and 15.8 km for Line 3, going from the center of Semarang to the suburbs in the southern part of the city. The LRT transportation system network is connected to a BRT feeder for transit passengers in very dense urban areas and also for passenger mobility. The cost projection of this transportation project was designed with short, middle and long-term targets (10, 20 and 50 years) and shall be suitable to passenger traffic demand in the year 2068 in order to simplify the daily mobility of Semarang inhabitants for the next fifty years. The total cost of the 48 km modernisation project is about 1.69 billion euros and will have a positive socioeconomic impact after 30 years of operation. The project will be financed by a public and private partnership and should benefit from a government involvement of 10% towards the total project cost.

44 Feasibility study of Taguig MRT (Philippines)

Maroua CHRISTOT-AMEUR Bodom MATUNGULU Daniel NICOLAE Rafiq SEMGHOUNI Frédéric TERZI Aniss ZIAD

46 47 Feasibility study of Taguig MRT (Philippines) Feasibility study of Taguig MRT (Philippines)

aguig est une ville des Philippines voisine de Manille et Introduction Makati à la population dense, mais qui n’est pas desservie This study examines the feasibility of the project for a mass transit system from Bicu- par un moyen de transport de masse. Seul les jeep- T tan through Taguig University, Fort Bonifacio and Mandaluyong City, along three main neys ou les bus permettent à ses habitants de se déplacer. Notre projet consiste à développer une nouvelle ligne de métro criteria: reliant Taguig à Mandalyong tout en se connectant au réseau ferré • supply and demand issues; existant au futur PEM de Bicutan. Cette ligne comporte 15 stations • modes and systems of transport; réparties entre souterrain et aérien. Après une analyse historique, géographique et démographique, nous proposons un tracé de • available pathways. métro fiable, sécuritaire et durable qui s’insère dans l’environne- ment urbain et réduit la pollution engendrée par la congestion, ce This study aims to mitigate the traffic congestion in Metro Manila, especially the qui répond au plan de déplacement mené par les autorités locales. section between Bicutan and Ortigas Center, by connecting the existing lines and Nous présentons également les caractéristiques financières et tech- serving the most densely populated barangays of Taguig. niques (génie civil, matériel roulant, exploitation, installations ferroviaires) qui permettent d’établir toutes les recommandations utiles à la réalisation du projet. 1. Project background Taguig is one of the most densely populated cities in Metro Manila (also known as the Mots-clés : Métro, Manille, Taguig, urbain, faisabilité National Capital Region). Home of the Philippines government headquarters, it is a major hub for economic, social and political activities. Taguig is currently an important residential, commercial and industrial center thanks to the construction of the C5 road and the acquisition of one of the most impor- aguig is a densely populated city in the Philippines, close to tant business centers of the Grand Manila Fort Bonifacio after a long legal process Manila and Makati, with no public mass transportation available. against the neighboring city of Makati. T The main mode of transportation used by Taguig commuters are Several types of actors, some of them financial, were involved in the decision-ma- jeepneys or buses. Our project proposes a new automatic metro line, king process of the Manila transport governance. Urban governance in Manila involves connecting Taguig to Mandaluyong, which will connect with the existing different actors. The main ones are Philippines state services, holding families, and railway network at the future multimodal transport hub of Bicutan. This 15.2 km long line of 15 stations, which integrates a 10 km viaduct and 5.2 international donors (multilateral and bilateral). km underground section, runs from Bicutan to Ortigas Center. After an About 20% of the territory of the Metro Manila is situated within a flood zone: every historical, geographical and demographic context assessment, we will year, Manila is hit by 5 to 7 typhoons. Rehabilitation efforts are currently implemented present a project for a reliable, safe and sustainable line that fits into the by the government. Taguig also presents a potential seismic risk, but is not too close urban environment, alleviates traffic congestion, and thus reduces pollu- to the Pinatubo and Taal volcanoes. tion—therefore responding to the local mass transit plan. The financial The demographic in Taguig is young and dynamic; in the short term, most of the and technical specifications (civil works, rolling stock, operation plan, population will be comprised of people between 10 and 49 years old. It is legitimate to track installations…) will be detailed as well. assume most of these people will be couples with children. This is a typical situation of suburban cities juxtaposing major urban centers such as Makati, Mandaluyong and Keywords: MRT, Manila, Taguig, urban, feasibility the center of Manila: young workers often tend to move away from big cities to start a family and professional life in the suburbs.

48 49 Feasibility study of Taguig MRT (Philippines) Feasibility study of Taguig MRT (Philippines)

2. Necessity of the project To better understand the demand for a high performance public transit system in Ta- guig, we analyzed the current transport modes (two LRT lines, one MRT, jeepneys and buses) and the mobility practices of the inhabitants of Taguig. Jeepneys cause many problems, such as air pollution, traffic congestion due to the loading and unloading of passengers, and so on. A lot of people use them as feeder transport and main transport. Public transportation planning must guide the development of those transportation systems into appropriate mass transit systems. A good transport system widens the opportunities to satisfy these needs. We have not been able to obtain the travel survey of Metro Manila or Taguig. Nevertheless, in order to make a needs analysis for transport in the Taguig area, we made some assumptions regarding trends in territorial evolution, displacement and transport infrastructure. These results showed the importance of exchanges with barangays and cities located to the north of Taguig, which led us to consider the corridor from the Taguig university district to Mandaluyong (Ortigas Center). After that, we forecast an origin/destination matrix built on hypotheticals.

3. Civil engineering and design studies A multi-criteria analysis was performed on the four standards mass transit modes: the tramway, the BRT, the LRT and the MRT. The MRT seems to be the most technically and economically propitious in the long term. We have identified two options for the line path of our new transport project: • Option 1: Link Taguig to the terminal 3 of the NAIA airport connecting business center of Fort Bonifacio. This option was abandoned due to the O-D analysis report, which indicated that this option was more fitting for tourists and did not serve the interests of the dense barangay in south of Taguig; • Option 2: Link the cities of Taguig and Mandaluyong through the business district of Fort Bonifacio and Ortigas. Based on mobility analysis of current needs and the PPHPD, this option is considered to be the most sustainable and interesting alternative.

The second option extends over 15.2 km, with 5.2 km in tunnel and 10 km elevated in viaduct.

Figure 1: Taguig Ortigas metro Route map. Source: © OpenStreemap contributors; modified by Bodom Matungulu, 2018.

To select a suitable route, geological conditions onsite and potential natural risks (such as flooding and earthquake hazards) have been taken into account.

50 51 Feasibility study of Taguig MRT (Philippines) Feasibility study of Taguig MRT (Philippines)

4. Technical proposal: rolling stock The new Taguig - Ortigas metro line has been designed with a major purpose in mind: integrating the existing railway network. We hence selected steel rolling stock instead of a tire option, in order to ensure lines connectivity and equipment normalization.

Thus, for an actual pphpd of 30,000 (180 second headways), which could go up Figure 4: Rolling stock configuration. Source: © Rafiq Semghouni 2018. to 60,000 (90 second headways) in the year 2050, the rolling stock proposal consists of a five-car train from the ALSTOM Metropolis family. An interesting specificity of this product is that its configuration can be upgraded by adding a 6th car in order to adapt Train configuration (No of cars) 5 (modular) its capacity to future traffic growth. Train length (m) 110.05 Passengers Capacity (6p/m²) 1,650 Max. operational speed (km/h) 80 Max. acceleration (m/s²) 1.2 Max deceleration (m/s²) 1.1 Max gradient (%) 6 Power supply 750V DC / 3rd rail

Table 1: Rolling stock characteristics.

The dimensioning studies performed on this rolling stock configuration showcased the need for an 18 train sets fleet with 15 trains in service, 2 considered in maintenance Figure 2: Metropolis - Lucknow. Source: "Image of Lucknow Metro running over an elevated track." © Wikiboy2364, and 1 in reserve. 2017, CC BY SA: https://commons.wikimedia.org/wiki/File:Lucknow_Metro_under_operation.jpg 5. A CBTC with a grade of automation GOA 4 and a third rail In order to provide the Taguig - Ortigas metro line with a high-performance transport system including a headway that can be as short as 90 seconds, we suggest a CBTC system (Communications Based Train Control) with a level 4 automation grade (GOA-4), meaning that tasks assigned to the driver are fully taken over by automatisms. This system presents the following advantages: regularity of traffic, reliability and availability of the line, optimized operating and maintenance costs, optimized energy saving, adaptable and flexible service. Our project being partly underground, we recommend that the power be received from a 750 V third-rail to reduce the size of the tunnel and thus its construction cost.

Figure 3: Interior of Metropolis. Source: "Alstom Metropolis Cars, northeast MRT Line" © Terence Ong, 2006, CCY BY SA: https://commons.wikimedia.org/wiki/File:Alstom_Metropolis_cars.JPG

52 53 Feasibility study of Taguig MRT (Philippines) Feasibility study of Taguig MRT (Philippines)

6. Operational issues: terminus, intermediary stations One strategic point is the intermediary station ‘’9-th’’ which presents the specificity and maintenance depot of allowing a train turnback maneuver, due to the installation of two auxiliary platforms.

With over 15 km of underground and viaduct urban tracks, this line facilitates the building of a reliable plan for train stations (terminus and intermediary) while providing a space for the maintenance shopfloor. The Ortigas Center aerial terminus, with its 3 tracks of 270 m each, is able to offer multiple uses: trains reversal, level 1 maintenance, cleaning and garage for 6 trains at the end of the daily service.

Figure 7: “9-th” station. Source: © Frédéric Terzi, 2018

The project also proposes one maintenance shopfloor, fully equipped to provide preventive and corrective maintenance. In order to adapt the operational facilities to the future increase in demand, all the stations platforms and maintenance depots are designed to sustain an upgrade of rolling stock over the next few years.

7. Financing & organizational key points Figure 5: Ortigas Center station. Source: © Frédéric Terzi, 2018. The urban governance of Manila is characterized by a heterogeneous set of actors. The Bicutan underground terminus, with its 4 ways configuration, allows the First of all, the market opening has weakened the role of public actors regarding urban storage of 8 trains and offers multiple operations choices of traffic management. planning. Instead it has strengthened the importance of tertiary private groups belonging to the land-holding families who are more and more interested in investing into local transport development issues. After studying the current institutional organization, and assuming that our project could have a big impact on the area, we believe that such an initiative should be realized within the framework of a PPP-BOT type (Build, Operate, Transfer) meaning that all aspects of design, construction, operation and maintenance would be a 20-years concession to a private partner, with separate financial guarantee from the Filipino state. Project ownership of those works would be public and could be provided by the MMDA—the administrative authority with urban jurisdiction constituted by the mayors of the municipalities that make up Greater Manila. Figure 6: Bicutan station. Source: © Frédéric Terzi, 2018. The estimation of the Actual Net Value shows a reasonable approximation for the socio-economic gain of Taguig-Ortigas metro line: we end up with a VAN rate of 5.6

54 55 Feasibility study of Taguig MRT (Philippines)

billion 2018 USD per year, which corresponds to 2.5 billion 2018 USD perceived/2018 USD invested. This allows us to declare that the automatic metro project between Taguig and Ortigas is socio-economically relevant.

Conclusion To sum up, as a result of our assessment, we propose an automatic metro line 15.2 km long, including a 10 km long viaduct and a 2 km long underground section, running from Taguig to Ortigas Center over 15 stations. To make this project successful, we suggest the following plan: • to implement a project-steering committee; • to launch preliminary studies (hydrogeological studies, detailed topographic surveys, environmental studies, etc.); • to set up a land strategy to anticipate the planned expropriations; • to elaborate a marketing plan to ensure the success of the line; • to establish the financial partnerships agreement. As a second phase, we would suggest extending this line from Buendia station (MRT3) to the north and from FTI Station (PNR) to the south. Obviously the inter- connection with the existing public transports network will be optimized and attractive. We believe that the Bicutan-Ortigas metro line project responds to the challenges of sustainable development and urban integration. This project will reduce congestion, meet the transport needs generated by the potential population and employment growth, and allow for a better distribution of users to the neighborhoods and cities located in the north of Taguig.

56 Implementing a Bus Rapid Transit system in Lusaka (Zambia)

How to bring a capital’s public transport system into the 21st century

Yannick KEALL Lionel NANDA YEPDIEU Nadia PERENNES Jean-Patrick PERRIN Jean-Yves ROGNON

58 59 Implementing a Bus Rapid Transit system in Lusaka (Zambia) Implementing a Bus Rapid Transit system in Lusaka (Zambia)

epuis plusieurs décennies, la ville de Lusaka en Zambie Introduction connaît une expansion rapide de sa taille et de sa popula- As the capital of Zambia, with 2.5 million inhabitants, Lusaka is an important city in Africa tion. Les pouvoirs publics ont financé la construction dans les D today and one of the most rapidly growing capitals on the continent. Several decades années 1960 à 1980 d’un grand nombre de logement pour les revenus modestes afin de contrer plusieurs crises de logements. Depuis, le ago, Lusaka was just one town out of many others in Zambia, but with the arrival of the développement démographique n’a pas connu de ralentissement et la British, the city became the capital of the country, replacing Livingstone. ville fait face à d’importants problèmes de congestion et de pollution. Lusaka is quite central to the country’s geography, easily connected to neighbo- Les transports dans la ville se résument à un système de minibus ring towns and countries by different infrastructures. Unfortunately, the capital cannot à la gestion et à la lisibilité chaotiques ; la voiture personnelle a make the most of them (except for the international airport) because the city center’s donc une place importante. Pourtant, Lusaka bénéficie de grandes wide avenues are very congested, slowing circulation down. artères propices à des infrastructures attractives de transport en A complex and disorganized bus system exists in the city, but Lusaka lacks what commun et son étalement urbain évite aux équipements institution- other cities have: an efficient, well organized and rapid public transport system. Under nels, sociaux et financiers d’être tous regroupés au même endroit. L’étude d’un Bus Rapid Transit (BRT) découle d’une volonté commune de the supervision of the École des Ponts ParisTech and the Agence française de déve- faire bénéficier à la ville de Lusaka d’un véritable système de transport en loppement, we shall now analyze how to implement a public transport system in commun, vecteur de développement et de modernité pour ses habitants. Lusaka. Ainsi, en connectant la plupart des points vitaux de la capitale aux diffé- rents quartiers grâce à un système de transport éprouvé et moderne, le BRT proposé dans cette étude va permettre à Lusaka de rejoindre le rang 1. Geography and demographics des capitales africaines dotées d’un réseau de transport en commun. Prior to Zambia being a British colony, Livingstone was the capital. The British, upon Mots clés : Bus à Haut Niveau de Service, site propre, pôles générateurs de flux, arrival, made Lusaka their capital, as it was more central. Lusaka is today well-situated, accès de plain-pied, Lusaka (Zambie) with multiple connections to neighboring countries and to different parts of Zambia, through road and rail infrastructures. Lusaka is situated on a medium height plateau, or several decades now, the city of Lusaka (Zambia) has been making it a very flat city despite being high above sea level. Zambia is landlocked, like subject to a rapid expansion of its city borders and its population. many African countries. F Public authorities have provided funding for a large amount of low Lusaka is a relatively small city in size, covering just 70 km². For reference, Paris income housing between 1960 and 1980 as a result of several housing (quite a compact city) is just over 105 km². crises. Since that time, demographic development has not stopped The capital’s population is around 2.4 million inhabitants; the total population in and the capital now faces major congestion and pollution problems. Zambia is just over 10 million. In the year 2000, Lusaka had a population of just 1 Transportation in the town comes down to a minibus system lacking million; by the year 2030, it will have risen to a projected 4.2 million. Lusaka is deeply in organization, along with a large proportion of private cars. Amidst the transportation problem, Lusaka boasts a number of large roads illiterate, with 67% of the population affected and more than 20% of the population going through the center. These are a suitable criteria for attrac- lives under the poverty line. The population is also quite young with a median age of tive public transport infrastructures to be laid out, as is the fact that 19.5 years. the urban sprawl contributes to public, institutional and social buildings being dotted around the town and not all in one central district. The study for a Bus Rapid Transit (BRT) arises from a common desire to have 2. Urban and economic context Lusaka benefit from a proper public transport system, enabling development With a gross GDP estimated at 21 billion USD, IMF predicts a steady Zambian growth as and modernization for its inhabitants. The BRT in this study connects vital far as the year 2022. Lusaka is the second richest GDP region in Zambia, behind Cop- centers to Lusaka’s different districts through a modern and well-tried mode perbelt which has all the copper and cobalt mines. Around 30% of Lusaka’s population of transport. It will thus grant Lusaka access to the small circle of African capitals served by modern public transport networks. is unemployed. The capital’s industry runs mostly on the retail, food and services sec- tors. Factories, transport and construction complete the chain. Keywords: Bus Rapid Transit, dedicated infrastructure, population generated traffic locations, step-free access, Lusaka (Zambia)

60 61 Implementing a Bus Rapid Transit system in Lusaka (Zambia) Implementing a Bus Rapid Transit system in Lusaka (Zambia)

Maps of the capital show an important economic segregation. Rich districts with 4. Transportation in Lusaka low population density are found to the east, whilst slums and poor districts (70% of When it comes to transport in the city of Lusaka, two modes are privileged: the bus and the population) continue developing to the west and south with an absence of cohe- the personal vehicle. Rail transport is insignificant when it comes to getting around in rent housing policy. Lusaka, or even country-wide. This makes for a heavy congestion of the city center’s Lusaka has several attractive centers population-wise: road network: even though the roads are very large, they simply cannot accommodate • the Central Business District in the middle of town, alongside the main north- the number of vehicles passing through. Walking is also quite predominant in the city: south railway line, gathering a number of companies; half of the trips made in the capital are on foot. Let’s focus more on public transportation than personal vehicles. It cannot be said • the campus of the University of Zambia, with more than 30,000 students and staff that the buses are very well organized. The year 1995 saw the private sector taking members. A few other universities are dotted around the city center; over passenger transport operations. The last public operator was the United Bus • Kenneth Kaunda International Airport (KKIA), the main airport linking Lusaka to Company of Zambia. Since then, the government has taken very little part in the many foreign destinations and African countries (1.127 million passengers per supervision of bus transportation. A major change was taxes on the import of new year) lies to the north of the city; small public transport buses (half buses) being discontinued. The consequence is • many markets and shopping centers distributed all over the city. an important rise in the number of vehicles throughout the country and of course in Lusaka. The government does not subsidize bus services. Here are a few transportation parties overlooking public transport in Lusaka: • Lusaka City Council (LCC): locally, the LCC gets its orders from the Department of Transport (part of the Ministry of Transport and Communications) and maps out the bus routes and bus stops throughout the city. For each passenger passing through bus stations and terminals, taxes are collected by groups of people belonging to the politics in power. The use to which this money is being put is unclear. Bus drivers refusing to pay this tax will see their access to stations and terminals refused; • Road Traffic and Safety Agency (RTSA): this agency regulates transports. More specifically, it delivers Public Service Vehicle licenses. All public transport vehicles must possess this license and pay its associated tax; • Road Development Agency (RDA) / National Road Fund Agency (NRFA): desi- gnated by the government, these agencies respectively refurbish roads and fund them; • Official and unofficial buses: official buses are registered with the RTSA and stop at official bus stops and terminals. Unofficial buses, on the other hand, donot possess any registration and stop anywhere to pick up passengers. They avoid fines through bribes.

Figure 1: Map of Lusaka. Source: © OpenStreetMap contributors; modified by Yannick Keall, Lionel Yepdieu Nanda, Most routes are mapped out by government officials and local authorities. Unfor- Nadia Perennes, Jean-Patrick Perrin and Jean-Yves Rognon, 2018. tunately, there is no official map of the network. A map of the routes was drawn by the ZIPAR after using GPS to track vehicles. The network consists of around 50 bus lines. In a one-kilometer radius, all lines converge on four major bus terminals: City Market, Lumumba Station, Kulima Tower and Millennium Station.

62 63 Implementing a Bus Rapid Transit system in Lusaka (Zambia) Implementing a Bus Rapid Transit system in Lusaka (Zambia)

5. Identifying transport needs Furthermore, the JICA shows a development by 2030 of the southern districts In 2007, the estimated average number of journeys per person made in Lusaka was and the northeast route (road E/T4). This will help us develop a phasing of the new 1.57. By 2020 the estimated average number will go up to 1.8 (4.8 million journeys per public transport dedicated network, opening new sections over the years to gradually day) and by 2030 to 2 (8.4 million journeys per day) in accordance with the estimated expand the network. Several districts will need to be served by the network earlier population rise. than other districts. A survey was conducted by the Japan International Cooperation Agency (JICA) on more than 5000 Lusaka inhabitants to understand their transport habits. With this survey’s projections to 2030, we were able to: 5.2. Expected quality from the current public transport passengers • estimate the modal share for the bus (40%); According to a variety of surveys and studies done by different organizations, the users of Lusaka’s public transport system find it: • determine the main population generated traffic locations. • too expensive; • too slow; • uncomfortable, especially due to overload on the buses; • dangerous, particularly at night, with a lack of respect of road safety rules.

This network is mostly inaccessible to population in new districts and poor inhabitants (lack of social benefits) and to people with reduced mobility. It is not user- friendly, due to the lack of passenger information. Furthermore, the network being configured with city center orientated lines does not facilitate connections for some users, increasing their journey times and fares.

6. Choosing a transport system With Lusaka’s population number rising, the city will in the close future need a dedicated track public transport system, like its African sister cities. We lean toward a Bus Rapid Transit system, since subway systems are usually used for African cities with a much larger population and mostly in the more developed North Africa. However, Lusaka does have a double track railway line crossing through the city. Figure 2: Top ten Lusaka’s neighbourhoods in 2030. Source: © OpenStreetMap contributors; modified by Yannick A multicriteria analysis was made to determine the best system, taking into account Keall, Lionel Yepdieu Nanda, Nadia Perennes, Jean-Patrick Perrin and Jean-Yves Rognon, 2018. commercial speed and frequency, infrastructure maintenance, environmental impact, overall costs… 5.1. Pin-pointing the desired lines Two systems were investigated, a BRT solution and a railway system using the The main population-generated traffic locations are the Central Business District, the existing lines. university campus, the main hospitals and shopping centers, and the town’s stadium. Most of the main roads in Lusaka are sufficiently wide to accommodate a BRT Considering this data in combination with the JICA’s modal share estimations and po- system without having to demolish the surrounding buildings and leaving one to two pulation survey, the optimal lines are drawn through the city. These optimal lines help lanes open for cars and other road vehicles. A BRT system can therefore serve the us point out the main arteries of the Lusaka public transport network. Those will be main parts of the city without having to widen the roads. The speed of a bus in a served by the dedicated lane for public transport. Secondary lines will define the feeder dedicated lane can range between 18 and 25 km/h. The bus frequency can reach lines where traditional buses will operate. the same level as some driverless subways (1 min to 1 min 30). In regards to environ-

64 65 Implementing a Bus Rapid Transit system in Lusaka (Zambia) Implementing a Bus Rapid Transit system in Lusaka (Zambia)

mental impact: due to power supply deficiencies and a lack of knowledge on hybrid technology, the Lusaka will be diesel powered. The costs, compared to other modes of transport, are relatively low. For now, there are two metric gauge railway lines (1,067 mm wide) passing through Lusaka. If we chose the railway, the lines would serve most of the districts and desired routes, but completely avoid some others. Unlike road vehicles, railway rolling stock cannot branch off in any direction. The current network is shared with freight transport and is partly single track. This does not permit attractive speeds and frequency. However, by building a double track dedicated to passenger flows, the system could boast a relatively high commercial speed and a good frequency. Maintenance could be assigned and done by the company Zambia Railway Limited, which is already in place. Power wise, the railway is diesel-powered; in the close future, it will be cheaper to keep it that way. Costs would be higher than the BRT system but still lower than building a new railway infrastructure. The next graph shows the multi-criteria analysis for both options (BRT or railway on existing infrastructure). For the railway, two options are analyzed: using existing railway tracks and lightly refurbishing the unused line (Railway 1) or building a double dedicated track line for passengers on the existing infrastructure (Railway 2).

BRT Railway 1 Railway 2 Matching routes to demand + - - Commercial speed - -- ++ Service frequency ++ -- ++ Infrastructure maintenance + - - Environmental impact -- - - Costs ++ - --

According to those results, we have chosen the BRT.

7. Choosing the route We suggest 3 BRT lines (green, blue and orange lines) coming to a total of 72 stations, three of which will provide direct connections between lines. Figure 3: Lusaka lines. Source: © OpenStreetMap contributors; modified by Yannick Keall, Lionel Yepdieu Nanda, Choosing the right routes has been made possible by following a few criteria: Nadia Perennes, Jean-Patrick Perrin and Jean-Yves Rognon, 2018. serving the main 10 districts, following the optimal routes as closely as possible, using the main roads to avoid widening other roads, and creating a physical separation between all 3 lines to avoid shared lanes.

66 67 Implementing a Bus Rapid Transit system in Lusaka (Zambia) Implementing a Bus Rapid Transit system in Lusaka (Zambia)

8. Infrastructures, vehicles and operations 9. How much will it cost? The infrastructure put in place for Lusaka’s BRT will offer high levels of availability and We based the overall costs on reports from the CERTU and the Agence Française de frequency. The BRT will have 2 dedicated lanes in the middle of the main roads for most Développement on the Lagos BRT. of the length of the network; it will be a closed system with no access to the infrastruc- Each bus will cost 500,000 USD, a lower price than for other BRT networks thanks ture (except for emergency vehicles on some sections). The bus stations will be closed to the use of diesel technology and a large order to place to a bus manufacturer (108 and covered, with turnstiles and wheelchair gates to access all platforms. vehicles). The project planning would be 1.5 USD. Project management and contractor The stations will accommodate ticket vending machines and be manned by party will respectively be around 1% and 2% of the total cost. The infrastructure bed employees on each platform to help passengers. The stations will feature passenger and lane covering will be a fixed rate of 250 USD per linear meter. Urban equipment in information screens but no platform screen doors. The platforms will be 20 meters the stations and the stations themselves will be costing 110 000 USD each. long, except for major stations which will be equipped with 40 meters long platforms We have determined through calculations an average operational cost of 1.33 to be able to receive two buses at the same time. The stations will be step free access $/km. In comparison with operational costs in France (5 $/km), the Lusaka BRT is from street to vehicle. cheaper, which accounts for the fact that local salaries are ten times lower than sala- On certain very busy junctions (approximately 20 of them), the BRT infrastructures ries in France. will go underground to avoid disrupting the traffic and to keep a good commercial Operations costs are shown in the following table: speed. The vehicles will be articulated (18.5 meters long) with a capacity of approximately Cost item Operational cost by $/km Annual operational cost 120 passengers. They will be running on diesel. Maintenance and repair 0.5 3,752 M$ With an estimated commercial speed of 25 km/h and an interval of 2 minutes 30 Fuel 0.67 4,989 M$ seconds between buses, 93 vehicles will be needed for all 3 lines. Adding to these figures 6 buses for operational standby and 10% of the bus fleet (9 buses) in mainte- Workforce 0.16 1,332 M$ nance overhaul, we arrive to a total of 108 buses which will be acquired for Lusaka’s TOTAL 1.33 10,073 M$ BRT.

pphpd* in Travel time Travel time Frequency Number of The operating equilibrium will be reached with an average ticket fare of 0.5 USD. Length rush hour one way round trip during rush hour vehicles Due to the important discount rate (12%) used for the socio-economic analysis of transport projects in developing countries, the socio-economic assessment is positive Green line 20.7 2,800 50 112 2 min 30 45 under the condition that the investments be financed by loan and not on equity. Blue line 15.7 1,400 38 88 5 min 18 With an overall cost of 3.4 M$/km, Lusaka’s BRT comes in at a higher cost than the BRT in Lagos. However, it is significantly lower than the average of a BRT in France (9 Orange line 15.8 2,500 38 88 3 min 30 M$/km).

TOTAL vehicles 93 Conclusion The vehicles and the BRT network will be equipped with an Operations & As a rapidly expanding city with a congestion problem, Lusaka needs a reliable and ef- Passenger Information System. The main features on this system will be the priority at ficient public transport system now more than ever. Today’s system (if it deserves such junctions for the vehicles, real time positioning, driver on board computer equipment, a name) is clearly not suited for the existing population. all controlled from the Control Center based in the Central Business District at the The purpose of this study is to provide the capital of Zambia with a proper public heart of the BRT network. transport system. This system will be a Bus Rapid Transit crossing through Lusaka and serving most districts by the means of 3 lines (Green, Orange and Blue). 52 km and 72 stations will grant the population access to most parts of the city easily and quickly.

68 69 Implementing a Bus Rapid Transit system in Lusaka (Zambia)

All 3 lines together will be built right from the beginning; a first phase will see each line built on a smaller scale, expanding over the years to the complete size of the network. We hope that the opportunity for political and institutional organizations to finance the infrastructures will arise, so as to offer state-of-the-art 21st century public transportation to the people of Lusaka.

70 Reopening of a railway service between Chile and Argentina

Grégoire DELECROIX Clémentine MAUDOUX Yann PIRIOU Alexandre ROUMAS Mustapha SALEM

72 73 Between Chile and Argentina Between Chile and Argentina

ur une distance de près de 650 kilomètres, il n’existe qu’un Introduction seul axe de transport terrestre entre les principales régions Chile and Argentina share the third-longest border in the world. There are many difficult économiques du Chili et de l’Argentine. Ces régions sont S natural conditions when it comes to crossing the highest points of the Andes, including également situées entre le Brésil et la Chine, lesquels entretiennent d’intenses relations commerciales. Cet axe dangereux souffre régu- snowfalls, frost, rock falls, earthquakes and water floods, to which one must add cus- lièrement de congestion et de problématiques d’indisponibilité. toms controls at the border. La présente étude porte sur la réouverture d’un service ferro- The historical road between Argentina and Chile, also known as the ‘Libertadores’ viaire au travers de la cordillère des Andes, dont les contraintes de pathway, goes from Buenos Aires to Santiago (their two main economic areas) and franchissement impliquent un fort investissement de génie civil. also serves Brazil. Therefore, it deals not only with exchanges between Chile and Afin d’optimiser cet investissement, plusieurs tracés ont été étudiés ainsi Argentina, but also with Chile’s international trade with other countries in South que deux régimes d’exploitation différents pour s’adapter au marché America, Argentina and Brazil with Asia—especially China. du transport observé et obtenir rapidement un report modal vers le rail. The following study proposes the reopening of the ‘Transandino’ railway service Si l’analyse socio-économique de ce projet n’est pas concluante dans between the two countries. It originally operated between 1910 and the early 1980s les conditions de financement retenues, l’analyse globale conclut au and can offer a better service quality and significant cost savings today. grand intérêt de ce projet pour les économies des différents pays qui en bénéficieront. 1. Context and needs Mots-clés : Ferroviaire, fret, montagne, Andes, autoroute ferroviaire There is an important demand for the transport of goods between Chile and Argen- tina, particularly regarding this historical pathway which leads most of the road traffic between the two countries. It serves their two capitals, Santiago and Buenos Aires, along with their main economic areas, but also Brazil. It is relevant to notice that an ver a distance of 650 km, there is only one road to connect the main important part of this traffic takes place between China, Brazil and Argentina (figure 1). economic areas of Chile and Argentina. These areas are also located O between Brazil and China, which have intensive trade relations. The Million USD Million tons road is dangerous and suffers from congestion and unavailability issues. This study concerns the reopening of a railway service across the Andes. Chile to Argentina and Brazil 4 3 Due to the topographical complexity of the area, the project requires a Argentina and Brazil to Chile 7 9 high level of investment, especially with regards to civil engineering costs. Asia Oceania to Argentina 62 13 In order to reach the best cost-effectiveness rate, three routes and two operative plans have been studied in order to respond to the and Brazil actual transport patterns and ensure that they swiftly shift to rail. Argentina and Brazil to Asia 80 369 Although the socio-economic analysis is inconclusive in regards to the Oceania funding plan, the global analysis demonstrates the profitability of this Chile to Europe and Africa 8 4.5 project for the economies of many countries. Europe and Africa to Chile 10 1.5 Keywords: Railway, freight, mountain, Andes, rolling motorway service TOTAL 171 400 From East to West 74 20 From West to East 97 380 Table 1: Commercial exchanges in 2016. Data Source: UN Comtrade. The commercial exchanges can be evaluated at 171 million USD and 400 million tons, and the zone of influence of this future infrastructure at 3 million km².

74 75 Between Chile and Argentina Between Chile and Argentina

infrastructure projects, such as the reopening of the Transandino. This political ambi- tion is essential for the success of a new railway infrastructure crossing the Andes, so as to offer an attractive service despite the extra cost of rail over road.

2. Railway service proposal We have been led to reject the idea of passenger trains, considering the scarcity of the railway passenger transport in both countries, the significant length and topological constraints inducing longer travel time by rail than by plane, and the extra cost of a rail over a coach offer. In contrast, the transport of goods looks much more relevant to this new infrastructure, because of the intensive trade in the area and the major flaws in road transport. A significant capability of transport will be needed to reach a quick profitability and keep up with the development of exchanges, particularly when it comes to Brazil and Argentina trading with China. Two solutions are suggested in that regard: to use a double track for the whole line despite the extra cost in a mountainous context, and to include a rolling motorway service, allowing trucks to be loaded on adapted trains, as done in the Channel Tunnel and in Switzerland (figures 3 and 4).

The existing transport supply is not satisfactory, neither in quality nor quantity. Firstly, transport conditions by road do not meet availability or reasonable safety standards, while requiring an important transport time and favoring congestion. Secondly, there are few road alternatives to cross the Andes, and they are at least 300 km away. In case of a problem on the main path, a detour of a thousand kilometers will be needed to reach the closest pathway, which will not be as practical in regard to the activity centers. Plus, the boat transport conditions include more loading operations, an additional transport time of four days, and a greater risk for the goods due to the sea route of Cape Horn. It is also worth mentioning that these two transport modes are less pertinent in respect to environmental criteria. Figure 2: Modalhor Wagons. Source: "Système, train et wagon Figure 3: Eurotunnel Wagons. Source: "Eurotunnel Shuttle assurée We can therefore reassert a great need for a new transport infrastructure solu- Modalohr, plateforme d'Aiton, Savoie, France", © Poudou99, en Class 9705 à la sortie du tunnel sous la Manche à Coquelles tion, reliable and available, to contribute and allow for the growth of the economy of 2012, CC BY: https://fr.wikipedia.org/wiki/Fichier:Modalohr_ (France)", © Billy69150, CC BY SA: https://commons.wikimedia. several countries such as Chile, Argentina, Brazil and China. DSCF7359.jpg org/wiki/File:Eurotunnel_Class_9705_-_Sortie_Tunnel_sous_la_ Both the countries of Chile and Argentina acknowledge those two necessities: Manche_%C3%A0_Coquelles.jpg first, to increase exchanges and improve their territorial servicing, and second, to increase the use of railways. In that respect, they are engaged in major transportation

76 77 Between Chile and Argentina Between Chile and Argentina

Three scenarios have been studied in order to select the best route between the • 28 engineering structures in order to avoid houses, roads and rivers; 2 enlarge- two countries. The first one follows the historical railway line, but includes the building ment zones; 5 smaller tunnels, 400 to 800 m each; 12 viaducts, 500 to 1,500 m of a wide tunnel to reduce the slope of the line and improve the robustness of the each; 4 bridges with a 30 m length to cross roads and 5 to 10 m length to cross railway operation. The second scenario aims at reducing the line length and serving streams; Santiago and its attractive zone more quickly. The third one leaves from Santiago and • two new terminals as well as two maintenance facilities located at each end of heads south to cross the Andes more easily. the line. From the multi-criteria analysis, despite the advantages of the second and third scenarios, the historical line going from Los Andes in Chile to Mendoza in Argentina has been chosen for the following reasons: the low expropriation rate, the existing road allowing access for maintenance and emergency services, and the connection with the existing railway networks.

3. Technical feasibility

Design speed for the line has been set at 90 km/h, limited at 60 km/h on slopes. It is possible to reach 120 km/h on flat ground. The track gauge has been set at 1.676 mm, to allow a better stability of conveyors and match the standards used in adjacent networks. The investment for this line has been estimated at 8.435 billion euros and the maintenance cost at 9 million euros per year.

4. Train operation Due to the high ramp of 25% and in order to avoid any risks of rear-end collision, further measures will be needed: • 2,000 m blocks before and after a slope; • and a minimum distance of 6,000 m between trains to permit the following train

Figure 4: New line and interconnections with existing networks. Source: © OpenStreetMap contributors; modified by to wait in an area with a slope of less than 10% in case of an incident. Mustapha Salem, 2018. Considering a distance of 240 km at 60 km/h, it takes only 4 hours to cross the Our study has determined the necessity of constructing the following elements: Andes, which is less than the travel time by the road. • a 240 km long double-track line with a 16 m wide track platform, the vertical With a train every 30 minutes between 4 AM and 12 PM, 66 trains can cross the alignment of which is represented in the graph below; Andes every day. Two types of train operations are suggested: classic freight trains and rolling motorway service. Each rolling motorway train can carry forty trucks and • a 40.6 km long double-track tunnel with a 14.9 m diameter, 12.9 m wide track each freight train can comprise up to forty-nine wagons. The trains have been chosen platforms, and 25% maximum slope; in order to respect the Argentinian and Chilean norms such as a maximum of 22.5 • earthworks along 25 km of the line, representing 5 million m3 of soil; tons per axletree and a maximum of 50 wagons. The following board summarizes the characteristics of the two types of train operation.

78 79 Between Chile and Argentina Between Chile and Argentina

Rolling motorway service Classic freight train 6. Schedule Train per day 38 28 The following schedule explains the organization of the different phases of the project. Maximum payload of a train 780 tons 1,620 tons Years Maximum annual payload 6.6 million tons 18.4 million tons Y-9 Y-8 Y-7 Y-6 Y-5 Y-4 Y-3 Y-2 Y-1 Y Y+1 Y+2 Y+3 Y+4 Y+5 Estimate annual traffic 6.3 million tons 15.7 million tons Strategy & Policy + Table 2: Train operation types characteristics. Feasibility studies With an annual payload up to 25 million tons of freight, these projections allow Advanced the absorption of all the approximate freight traffic. In case of an increase of the preliminary + request over the years, the frequency can easily be reduced to 20 minutes in order to Detailed design reach 40 million tons per year. Tenders Implementation studies + 5. Rolling stock construction An electric power supply shall be used on the line, for the following reasons: Testing and • it is more powerful and allows the climbing of ramps at a higher speed; commissioning delivery • and it permits to have no ventilation constraints in the tunnel, except in case of Table 3: Project Schedule. fire, which represents a significant gain. An electric tension of 25 kV/50 Hz between Los Andes and Mendoza will allow for 7. Socio-economic analysis a reduction of catenary infrastructure. An alternative current also allows the installation To cross the Andes with the rolling highway, each truck will have to pay a charge of 75 of reversible substations that recycle the current created during the braking phases. euros and each freight train 4,000 euros. Even if this could seem expensive, the gene- This represents a high financial and ecological benefit. The locomotive, based on the ralized cost is lower than it was before. Truck transportation cost 11.19 euros per ton to 2ES5 from Alstom, can provide 1,300 kN of traction stress. cross the Andes, a fee that will be lowered to 7.08 euros per ton with our new railway To provide satisfactory stress to the trains, each train will be equipped with three line, which should be incentive enough to use the new infrastructure. locomotives. Sixty locomotives and three hundred and thirty-five wagons are neces- The project has a positive environmental impact as well, releasing less polluting sary in order to carry out the transport plan. This represents an initial investment of gas. It represents a gain of 6.8 million euros each year. 190.2 million euros. The following board summarizes the balance sheet of the railway infrastructure Maintenance cost has been estimated at 3.34 euros per train kilometer for rolling manager: motorway train, and 1.95 euros per train kilometer for a classic freight train. This represents a cost of 11.8 million euros per year. Railway infrastructure manager annual balance sheet Income Charge 70 M€ 70.8 M€ Costs Staff 2.4 M€ 39 M€ Infrastructure maintenance 9 M€ Rolling stock maintenance 11.9 M€ Energy 15.8 M€ Total 31.8 M Table 4: Railway infrastructure manager annual balance sheet

80 81 Between Chile and Argentina Between Chile and Argentina

The railway infrastructure manager makes 31.8 million euros of benefits each year. As this project is technically complex, binational and susceptible to have an impact When it comes to financing the 8.6 billion euros infrastructure and rolling stock on several other countries, it would be advisable to use a concession, a contract investments, this project assumes that 625.2 million euros will be paid directly by already in use by Argentina and Chile, and to organize an international tender process. Argentina and Chile, in proportion with the distribution of the line on their territory, as to take into account the significant investment campaigns already carried out by both countries. Conclusion The remaining 8 billion euros will be borrowed from financial markets. As this Although the socio-economic analysis is inconclusive in regards to the funding plan, project will benefit many countries, such as China, Brazil, Argentina and Chile, and the global analysis demonstrates the profitability of this project for the economies of contribute to the development of many areas, we suppose the borrowing rate will be many countries. Several options must be considered, such as trying to reduce the in- about 2%, a rate currently offered by international development banks. frastructure investment, improving the funding plan, or even putting in place an allo- The following board summarizes the elements of the socio-economic study: cated fee on goods in entrance in their ports—a choice which, of course, would require political agreements. Socio-economic study

Variation of generalized costs (per year) 99.8 M€ Variation of environmental costs (per year) 6.8 M€ Public balance sheet (per year) 34 M€ Initial investment -8,297 M€ NPV -2,547.8 M€ Table 5: Socio-economic study Over 50 years, with an actualization rate of 4.5%, the net present value is minus 2.5 billion euro. The project seems to be unprofitable because of the high initial investment costs. It seems necessary to study the following possibilities: to find some external funding in order to improve the investment plan and to implement further technical studies to lower the costs. As to ensure the success of this project, the following implementation conditions appear to be necessary: • the optimization of custom controls to reach the best efficiency possible in terminals; • the exclusive use of the road for cars; • actions to minimize the impacts of the construction to the environment and populations, and also to improve labor conditions and road safety (which is an important criteria to get funding by international development banks); • the implementation of further technical studies to confirm the choices made in this analysis.

82 83 84 La promotion 2017-2018 The students ALSTOM Ingénieur traction LEDUNE Benjamin SNCF Réseau Chargé d’études exploitation KEALL Yannick SYSTRA Ingénieur maîtrised’ouvrage Maroua CHISTOT-AMEUR RATP modernisation réseau Ingénieur deprojet BASTIER Virginie SYSTRA Ingénieur detravaux ALLOUI Youcef ANSALDO fonctionnement Ingénieur sûreté de LOREILLE Nicolas ETF Ingénieur detravaux junior LAMBERT Anne DGITM développement RFN Chargé de DELECROIX Grégoire SYSTRA Ingénieur hydraulique Marouan BENHAMMADI RATP DEV Responsable offres Yann BAILLOT-NOMANT

ERS (Eiffage) Ingénieur logistique BALANSARD Richard infrastructure Ingénieur géniecivil et MATUNGULU Bodom Keolis Chine Directeur d’exploitation LAUDE Bertrand ASLTOM mécanique Ingénieur d’études DRU Julien SYSTRA Ingénieur projet CHASSET Emma STRMTG -SIEMENS fonctionnement Chargé d’études sûreté de ZIAD Aniss MS Consulting travaux ferroviaires Ingénieur consultant SALEM Mustapha TRANSAMO exploitation Chargée d’études junior RAVONIMBOLA Lalaina SNCF exploitation Chargé d’études PAOLI Andrea ARAFER régulation Chargée demission MAUDOUX Clémentine matériel roulant » Maquette :© Julien DRU. Photographie :©Françoise Manderscheid Maquette réalisée par lesétudiants du MS Balenciennes SAFERAIL signalisation Ingénieur d’études SEMGHOUNI Rafiq SNCF Réseau DPF exploitation ferroviaire Ingénieur d’études RICHERT Thomas SNCF Réseau et travaux ElogBretagne Ingénieure maintenance PERENNES Nadia ANSALDO signalisation Ingénieur d’études logiciel NANDALionel YEPDIEU SNCF Mobilités exploitationIngénieur TER TERZI Frédéric ALTRANS Mobilités Consultant planification ROGNON Jean-Yves RATP Ingénieur junior maintenance PERRIN Jean-Patrick SNCF Accès Réseau Ingénieur detracé ferroviaire NAWFAL Marie-Rose ® danslecadre duprojet « Conception de AREP Chargée d’études junior TISON Ophélie ALSTOM Ingénieur puissance ROUMAS Alexandre SYSTRA exploitation Directeur ingénierie PIRIOU Yann ALSTOM fonctionnement Ingénieur sûreté de NICOLAE Daniel 85 Pudong la nuit Pudong by night

Après presque une décennie de voyages en Angleterre, les étu- diants de la dixième promotion du Mastère Spécialisé® STFU se sont envolés pour Shanghaï pour une semaine de découverte des transports ferroviaires et urbains chinois. Le programme a alterné séquences de rencontres avec les universitaires et visites accompagnées par des professionnels des transports publics et des chemins de fer chinois, en anglais ou en français. L’université de Tongji qui nous accueillait est mondialement recon- nue dans le domaine ferroviaire : l’École des Ponts ParisTech a signé avec elle un accord de double-diplôme pour le transport en 2008. Nous y avons écouté plusieurs conférences portant sur le développement du Gare de Shanghai-Sud (Arep) chemin de fer en Chine (le premier mondial avec 22 000 km de lignes à Shanghai-South railway station (Arep) grande vitesse), son modèle économique et ses choix technologiques, en particulier pour la grande vitesse. Les étudiants du MS® avec le vice-président de l'IFCIM Lors d’une journée sur le campus de Jiading (qui dépend de The Masters's students with the IFCIM vice-president Tongji), nous avons visité plusieurs laboratoires de recherche spécia- lisés en transport et ainsi observé plusieurs installations de test : souf- The trip to Shanghai The trip to flerie, sustentation magnétique avec la maquette grandeur nature du Maglev mis en service en 2004, simulateur de conduite, etc. En Chine, la recherche ferroviaire bénéficie d’un budget considérable, signe de l’importance stratégique des transports aux yeux des pouvoirs publics chinois. Les étudiants du MS® devant la statue de Mao Zedong à Tongji The Master's students in front of Mao Zedong's statue in Tongji After almost a decade visiting England, this promotion of students of the Advanced Master® flew to Shanghai for a week, in order to discover Chinese urban and railway transportations. The schedule included both Le voyage à Shanghai meetings with academics and guided tours by public transports professionals and Chinese experts, speaking English or French. The university of Tongjj that welcomed us is well-known all over the world in the railway field : the École des Ponts ParisTech has set up with L'IFCIM à Tonji them a double-degree agreement in transport in 2008. We attended there The IFCIM in Tongji several conferences dealing with the evolution of railway and urban transit in China (the Chinese network being the longest in the world with 22 000 km of railway), its economic strategy and its technological choices, such as their preference for high-speed train. We spent a day on the Jiading campus to visit the research labora- tories : we saw the test track site, the wind tunnel, the life-sized Maglev model, and so on. In China, research in the railway field benefits from an important budget, which shows how much transport is strategic for Chinese public authorities.

Simulateur de conduite dans un laboratoire de Tongji 86 Driving simulator in Tongji 87 laboratory Université de Tongji : centre de recherche ferroviaire Tongji University: Rail Transit Laboratory Gare de Shanghai-Hongqiao Shanghai-Hongqiao railway station

Coté visites, le programme concocté grâce au réseau d’entreprises partenaires du MS® a été d’une très grande variété. Une grande partie d’entre elles était orientée vers le transport urbain (métro et tramway). Nous avons ainsi constaté le dynamisme et la rapidité avec lesquels le métro de Shanghai s’était développé en 10 ans, de même que les fortes exigences de l’opérateur Shantong. Grâce à Alstom Chine (CASCO), nous avons même pu entrer dans le PCC de la ligne 10, en charge de la régulation de cette ligne automatique. Le tour de piste n’aurait pas été com- plet sans un projet de tramway construit par Kéolis, où nous avons réalisé que l’insertion urbaine n’était pas une priorité en matière d’urbanisme. Pendant quelques instants, nous avons atteint 431km/heure dans le Maglev entre l’aé- roport de Pudong et le terminus de la ligne 2, avant de sillonner la ville en tous sens en transports en commun. Côté équipements ferroviaires, nous avons visité l’usine Alstom de construction de cli-

matiseurs et l’atelier d’entretien de la ligne 8 édifié et exploité par Bombardier aux dimen- PCC de la ligne 13 du métro de Shanghai Dépôt de maintenance Line 13 OCC of the Shanghai urban railway du métro de Shanghai sions gigantesques. Mais nous sommes restés abasourdis devant la gare de Shanghaï-Sud, Maintenance depot cette magnifique cathédrale ferroviaire d’une taille considérable, construite en partenariat of Shanghai urban avec l’agence d’architecture d’AREP et celle de Hongqiao. railway Un court voyage en TGV vers la cité-jardin de Suzhou a conclu cette semaine ferroviaire qu’une partie des étudiants a choisi de prolonger, soit vers Pékin, soit vers Lhassa… en train bien sûr.

The other tours were quite diverse, thanks to the Advanced Master’s professional network. The majority of visits focused on urban transport (metro and tramway). We saw at once how strongly and quickly the subway of Shanghai had developed in ten years and how so had the requirements of the operator Shantong in terms of exploitation on a daily basis. We were even able to see the PCC of line 10 thanks to Alstom China, who was in charge of the regulation of this automatic line. We reached in a few minutes the 431km per hour in Maglev between the airport of Pudong and the end of line 2, before travelling in public transportation throughout the city. But we couldn’t have left without observing a LRT project made by Kéolis Chine, adorning a different Vitesse du Maglev à Shanghai design from the urban insertion than the one we see in France or in Europe. Maglev speed in Shanghai About railway equipment, we saw the Alstom construction factory of air conditioners and the line 8 gigantic maintenance workshop, built and operated by Bombardier. But we were in awe in front of the Shanghai South railway station : a sort of huge railway cathedral, built in partnership with AREP’s architecture office and of course with that of Hongqiao. A short travels in HST towards the garden city of Suzhou ended this railroad week, that some students chose to extend, either towards Beijing or Lhasa… by train, of course.

88 Le Maglev à Shanghai 89 The Maglev in Shanghai La Source, spreading knowledge La Source, diffuseur de savoirs

Ce Yearbook a été réalisé par la Direction de la documentation de l'École des Ponts ParisTech en collaboration avec Françoise Manderscheid, responsable du MS® « Systèmes de Transports Ferroviaires et Urbains ». Ce travail d’édition s’inscrit dans la continuité des missions de conservation et de diffusion des savoirs de l’École. La Direction de la documentation met à disposition des étudiants un espace de 800 m², dénommé La Source, comptant 2 salles de lecture et 6 espaces projets équipés pour le travail en groupe (tableau blanc numérique connecté, écran tactile, visioconférence, etc.). 15 000 ouvrages et revues de référence sont proposés en rayon et sont complétés par un riche patrimoine de 200 000 documents acces- sibles sur demande, mais aussi par des ressources en ligne : ebooks, revues scientifiques et bases de données spécialisées. Les étudiants bénéficient de sessions de formation aux ressources et aux outils documentaires intégrés aux cursus. Véritable outil au service de l'enseignement et de l'apprentissage, La Source offre un accès à un large panel d’informations. On y vient pour se former et s’informer, pour préparer un projet, mais également pour travailler en groupe, partager des idées, des expériences et des savoirs.

This Yearbook was made by the Documentation Department of the École des Ponts ParisTech, in close collaboration with Françoise Mander- scheid, headmaster of the “Urban and Railway Transport System Enginee- ring” Advanced Master®. This editorial work is a way of fulfilling the school's mission to conserve and disseminate knowledge. The Documentation Department provides students with an 800 m² space, called La Source. It comprises 2 reading rooms and 6 project rooms equipped for group work (digital whiteboard, touch screens, videoconfe- Pour toutes vos recherches rence equipment, etc.) To start your documentary search 15,000 books and scientific journals are available on the shelves, on http://bibliotheque.enpc.fr top of a rich documentary heritage of 200,000 documents available on request, as well as online resources: ebooks, scientific journals and specia- Bibliographie du MS® « Systèmes de transports ferroviaires et urbains » Bibliography of the “Urban and Railway Transport System Engineering” Advanced Master® lized databases. Students benefit from training sessions and personalized http://bibliotheque.enpc.fr > « Infos & Biblios » support with those resources. A real asset for teaching and learning, La Source gives students access Horaires de La Source to a wide variety of information. It is a place to educate oneself, a place to La Source hours learn, a place to prepare a project, but also to work in groups and share 9h-22h du lundi au mercredi 9h-22h from Monday to Wednesday ideas, experiences and knowledge. 9h-20h du jeudi au vendredi 9h-20h from Thursday to Friday

90 91 Conception et réalisation • Publishing team Laetitia Mussard, Brunilde Renouf Direction de la documentation École des Ponts ParisTech. 6-8 Avenue Blaise Pascal - Cité Descartes Champs-sur-Marne - F-77455 Marne-la-Vallée cedex 2

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Crédits des couvertures Couverture : « Gare de Shanghaï-Sud », © Françoise Manderscheid, 2018 — Quatrième de couverture : « La promotion 2017-2018 sous le toit de la gare de Shanghaï-Sud », 2018 © Françoise Manderscheid — Page 1 : photo de Sophie Mougard, © Sophie Mougard — Page 2 : photo de Françoise Manderscheid, © Françoise Manderscheid — Page 11 : « The Akhtamar Island in Lake Van with the 10th century Cathedral of the Holy Cross, Aghtamar » © gozturk, 2009, CC BY SA : https://commons.wikimedia.org/wiki/File:Akhtamar_Island_on_Lake_Van_with_the_Armenian_Cathe- dral_of_the_Holy_Cross.jpg — Page 23 : « Navalrai Market Clock Tower located in Shahi Bazaar in Hyderabad built by British in 1914 » © Saqib Qayyum, 2014, CC BY SA, https://commons.wikimedia.org/wiki/File:Navalrai_Market_Clo- ck_Tower_view_2.JPG — Page 35 : « Tugu Muda (Youth Monument) in Semarang, Central Java and cycle rickshaw (becak) », ©Midori 2007, CC BY SA, https://commons.wikimedia.org/wiki/File:Becak_Tugu_Muda_Semarang_Cen- tral_Java.jpg — Page 47 : « A toll plaza of Metro Manila Skyway near Sucat, Muntinlupa City. This portion of the elevated toll road was constructed from 2009-2011. » © Patrick Roque, 2017 CC BY SA, https://commons.wikimedia. org/wiki/File:SLEX_Skyway_-_Sucat_toll_plaza_%28South_Superhighway,_Muntinlupa%29%282017-05-25%29.jpg — Page 59 : « Street in Lusaka, Zambia », © Mike Rosenberg, 2007, CC BY : https://commons.wikimedia.org/wiki/ File:Zambia_-_Street_in_Lusaka.jpg — Page 73 : Montage : © Laetitia Mussard. Croquis : © Sara Piriou 2018. Fond : « The Monte Fitz Roy in Los Glaciares National Park, near El Chaltén village, in Argentina’s Patagonia », © Martin St-Amant - Wikipedia - CC BY SA-3.0 : https://commons.wikimedia.org/wiki/File:162_-_Fitz_Roy_-_Janvier_2010.jpg — Pages 84-85 : Photos des étudiants : chacune appartient à l’étudiant figurant sur la photographie — Pages 86- 89 : Photos du voyage à Shanghaï de la promotion 2018, © Françoise Manderscheid, 2018 — Page 90 : photo de La Source, © David Delaporte, 2018.

ISSN 2609-3111 En bref

Chaque année, les étudiants du Mastère Spécialisé® « Systèmes de transports ferroviaires et urbains » sont confrontés à un défi : imaginer une ligne de transport pour une ville à l’autre bout du globe. Par petits groupes, ils étudient le terrain économique, géographique et même social, afin de faire émerger la solution de mobilité la plus adaptée. Ils envisagent alors les éléments concrets de la mise en œuvre : maintenance, mais aussi financement et planification. Les résumés des travaux de la promotion 2018 ont été regroupés dans cet ouvrage afin de donner un aperçu de leur qualité et de leur technicité. Cette année, les sujets ont été de deux types : les problématiques des transports urbains (des villes de Lusaka, Taguig, Semarang et Hyderabad) ont côtoyé les espaces complexes des Andes (entre le Chili et l’Argentine) et de la route de la soie (entre Ankara et Téhéran). Mais à travers la multiplicité des contextes et des lieux, c’est aussi l’avenir de nos mobilités qui est donné à voir. Ce Yearbook vous embarque donc au cœur des réflexions et des innovations du monde de demain.

Each year, students from the “Urban and Railway Transport Systems Engineering” Advanced Master® have to take on a challenge: invent a transport line for a city on the other side of the planet. In small groups, they study the economical, geographical and even social contexts, to find the most suitable traffic solution. Then they consider the more practical aspects of implementation: maintenance, but also funding and planning. Summaries of the 2018 works have been gathered in this book to give an overview of their quality and technicality. This year, topics have split up between two types: urban settings (in towns like Lusaka, Taguig and Hyderabad) or complex areas like the Andes (between Chile and Argentina) or the Silk Road (between Ankara and Tehran). But beyond the diversity of contexts and places, it is the future of our own mobility we can discern. In the end, this Yearbook brings you to the heart of thinking and innova- tion in the world of tomorrow.

Disponible en ligne sur HAL-ENPC • Find it online ISSN 2609-3111 https://hal-enpc.archives-ouvertes.fr/STFU