YearbookInternational

2016-2017 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 2016-2017 Encadrants à l'École des Ponts ParisTech Françoise MANDERSCHEID

Experts Arnaud DAUPHIN (BIRD) 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 ré-utilisée 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 can't be used for a commercial or scientific purpose. Their content are the sole responsibility of their authors. 1

Édito Sophie MOUGARD de l'École Directrice ParisTech des Ponts des Ponts Ecole ParisTech's Headmaster - - pour vous les faire partager. les faire vous pour Yearbook Sophie Mougard sa création en 1747, l’École des Ponts ParisTech a a ParisTech des Ponts l’École en 1747, sa création its creation in 1747, Ecole des Ponts ParisTech has always has always ParisTech des Ponts Ecole in 1747, its creation ince in the put of generations spotlight, training infrastructures projects who railway have then major been engineers part of of father Bienvenüe, such world, as Fulgence the around all one the of pioneers Lacôte, of the in metro Paris, François Duthil Jean-Marie as well as Alstom, and within SNCF TGV still is tradition This stations. train numerous of architect leul, 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 very much alive today, since the school hosts several training courses courses training much since very the alive hosts today, school several called Master Advanced such as the and mobility, transport to dedicated and The quality in 2008. created Systems”, Transport and Urban “Railway made year, after year wavers never which work, students' our of relevance you. with it share to Yearbook a in together them bring to want us architecte des gares. Cette tradition demeure très vivante aujourd’hui aujourd’hui vivante très demeure tradition Cette gares. des architecte dédiées aux transports plusieurs formations accueille puisque l’école transports de « Systèmes Spécialisé Mastère le comme mobilité la à et 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 à les réunir conduits S D Master's Headmaster et urbains" transports ferroviaires "Systèmes des Mastère Spécialisé Directrice du MANDERSCHEID Françoise 2 L'édito de la directrice

® ® du Mastère Spécialisé C passant par Qomet Touba. souhaitant bonne lecture et bon voyage, de Port-Saïd à Antananarivo, en de ces études, vous serez sensible àlaqualité deces travaux. En vous bassades, les villes, les gouvernements qui nous demandent la diffusion YearbookStudies’Transport baï oulemétro-câble d’Antanarivo àMadagascar. le innovantscomme systèmesplus des sur portent études Certaines Maurice. l’Île de et (Égypte)Port-Saïd en Iran. Deux autres projets portent sur la rénovation de la desserte de Qom et SénégalTouba au pèlerinage : de villes deux tramwaysont de des ressources documentaires sur lenet et… leur débrouillardise. perts, desambassades,institutionsfinancières, utilisent aumaximum diants neserendent passur place. Ilssollicitent le vaste réseau desex Banque mondialeaccompagne dansleur reconstruction. Mais lesétu la que pays des ou développement de voie en mégapoles grandes les çaise dedéveloppement et concernent des transports demassedans été étudié. Ainsi, les sujets sont choisis depuis 3 ans avec l’Agence fran voir-faire, prend laforme d’unmini-mémoire. Vous pourrez enparcourir lesrésumés dansce Pour la promotion 2016-2017, les villes sélectionnées pour les projets Cette étude porte sur unprojet quin’existe pasencore et quin’a pas collaboratif, faisant jouer lescomplémentarités dessa travailCe Parsons. ou Systracomme d’étudesbureaux amont enphased’émergence, queréalisent lesgrands Il s’agit d’une étude defaisabilité, similaire auxétudes réalisent unprojet detransport dansune ville étrangère. ferroviairestransports de étudiants les que urbains » et ’est Françoise Manderscheid dans le cadre du Mastère Spécialisé « Systèmes « Systèmes Spécialisé Mastère du cadre le dans . Nous espérons que,tout comme lesam Personal RapidPersonalTransit Railway and Urban (PRT) de Du de (PRT) ------I Said, to Antananarivo, goingthrough Qomand Touba. resting they are. We wish inteyou a pleasant reading and a good trip fromhow Port see clearly will you studies, these circulate to us asking ments govern and cities embassies, like just that, hope WeYearbook.Studies' (Madagascar). Antananarivo in metrocable the or Dubai in Transit(PRT) Rapid Personal the as such systems innovative more on focus studies Some Island. ritius Mau and () Said Port in services ofrenovation the concern projects Twoother Iran. in Qom and Senegal Toubain cities: pilgrimage two were fulness. maximum use of information resources on the net and... their resource make institutions, financial and embassies experts, of network large the on towntheystudy. Theythe use to go don’t students rebuild.But helps Bank focus and développement Worldthe countries de or countries developing of megacities in mass-transit fançaise Agence the with together chosen been have topics years, 3 past the for why, That’sbefore. studied their different savoir-faire, is carried outinthe form of ashortthesis. This collective study, allowing students Parsons. to complement or one another Systra with as such offices design in project, a of stage design consists of afeasibility study, close to studiesmadebeforehand inthe It city. foreign a in project transport a design to have students that ter t You can read summaries of them in this Railway and Urban TransportUrban and Railway this in them of summaries readYou can projects tramway for selected cities the promotion, 2016-2017 the For

s o te Ubn n Riwy rnpr Sses Avne Mas Advanced Systems” Transport Railway and “Urban the for is This study has to develop a project that has never been made or made been never has that project a develop to has study This Françoise Manderscheid

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A word from the Advanced Master's Master's Advanced the from word A 3 ® The Advanced Master ® Il était une fois le Mastère Spécialisé® Once upon a time there was the Advanced Master® « Systèmes de transports ferroviaires et urbains » "Urban and railway transport systems"

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 the various 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 (BRT), ainsi well as their infrastructure. A particular emphasis is placed on mass-transit que leurs infrastructures. On insiste particulièrement sur le mass-transit since rapid urbanization makes the use of high-capacity means of trans- dans un contexte où l’urbanisation galopante rend indispensable le re- port essential to cope with congestion and pollution. cours à des modes de transports 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 is based on several major projects: the Près de 160 professionnels participent à l’enseignement et encadrent design of an infrastructure, the design of a signalling plan and the design les étudiants sur des projets collectifs. En effet, l’enseignement du Mas- of a rolling stock. The latter happens to be the design project for a new tère s’appuie sur plusieurs grands projets, notamment le tracé d’une in- international transport system, the summaries of which you can read in this frastructure, la conception d’un plan de signalisation et la conception publication. d’un matériel roulant. Ce dernier se trouve être le projet de conception The Advanced Master gives students the title of “International Experts in d’un nouveau système de transport à l’international, dont vous pouvez Railway and Urban Transport Systems”. In the same class there are: design

lire les résumés dans le présent ouvrage. or maintenance engineers, operating or signalling experts, systems en- ® Le Mastère Spécialisé Le diplôme confère aux élèves le titre d’ « experts internationaux en gineers, economists, project managers. Today, the alumni form a network systèmes de transports ferroviaires et urbains ». Se côtoient dans une of 350 students, in more than 20 countries. The value of this network lies in même promotion ingénieurs de conception ou de maintenance, experts the variety of student profiles and experiences. Many of them are involved en exploitation ou en signalisation, ingénieurs systèmes, économistes, in teaching and organizing visits or study tours, which also contribute to the chefs de projet. Aujourd’hui les anciens élèves du mastère constituent vitality of the Advanced Master and its international reputation. un réseau de 350 alumni présents dans plus de 20 pays. La richesse 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 in the School 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 1972 1927 1852 1985 1918 1891 1961 1855 2008 1951 } } 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 chaussées, Ms. 3153.en lignesur http://patrimoine.enpc.fr Extrait du Journal demissionen Allemagne d’Albert Petsche, Ferdinand Conesson et Louis Goury, 1884. École nationale desponts et Page from Pierre DominiqueBazaine-Vasseur from 1873. 4°23037. enlignesur http://patrimoine.enpc.fr. Extrait du Cours decheminsfer dePierre DominiqueBazaine-Vasseur de1873.École nationale desponts et chaussées,

7 Sommaire Table of contents

Creation of a transport a transport of Creation Said, in Port system Egypt La Source, La Source, de savoirs diffuseur The library Bus Rapid Transport Bus Transport Rapid Senegal Touba, in (BRT) A regional and urban regional A system network railway island in Mauritius 15 47 77 96

Personal rapid Transit Transit rapid Personal in Dubai (PRT) a tramway of Creation Qom of the city line for Iran of in the Republic La promotion 2016-2017 La promotion The Students A metrocable system system metrocable A in Antananarivo, Madagascar 11 31 61 94 Personal Rapid Transit (PRT) in Dubai

Design of an urban transport system

Ramazan AYTEN Amine CHAKIR Cristian MAIORANO Jonathan SCOTTINI Christ-Olivier TUSSEVO Personal Rapid Transit

Mots-clés Étude de choix du système de transport • Personal Rapid Transit (PRT) • Infrastructures • Tracé • Dubaï (Palm Jumeirah)

Ce mini-mémoire répond au cahier des charges d’une analyse technique d’un nouveau système de transport urbain : Personal Rapid Transit. Le PRT est donc un moyen de transport collectif, automatique, léger permettant de se déplacer à la demande et sans arrêt intermédiaire sur un site propre. Il en existe 170 dans le monde et le système en cours d’étude par Supraways présente la particularité d’être suspendu. À ce type de transport s’appliquent les mêmes normes que celles qui concernent les Automated People Mover (APM). L’étude réalisée grâce à la démarche de l’ingénierie système montre que le choix d’un mode suspendu nécessite une fiabi- lité très élevée du système en raison des difficultés d’évacuation des passagers et de l’impact sur la disponibilité du système. Cela implique la redondance des systèmes critiques comme la propulsion et un surdimensionnement des pièces mécaniques du bogie pour améliorer la fiabilité et la sécurité. La seconde partie de l’étude porte sur l’implémentation du PRT suspendu sur l’île de Palm Jumeirah à Dubaï. Cette étude, commandée par Supraways, est confidentielle et ne peut être diffusée que sous la forme de ce court résumé.

Keywords Alternative systems review • Personal Rapid Transit (PRT) • Infrastructures • Layout • Dubai (Palm Jumeirah)

This short thesis responds to a bill of specifications of a technical analysis of a new urban transport system: Personal Rapid Transit. The PRT is therefore an automatic, light and easy means of public transport to travel on demand and without temporary stops on a dedicated site. There are 170 of them worldwide and the system studied by Supraways has the particularity of being suspended. This type of transport is subject to the same standards as Automated People Mover (APM). The study carried out thanks to the system engineering approach shows that the choice of a suspended mode requires very high system reliability due to the difficulties of passenger evacuation and the impact on system availability. This involves redundancy of critical systems such as propulsion, and oversi- zing of mechanical parts in the bogie to improve reliability and safety. The second part of the study focuses on the implementation of a suspended PRT on the island of Palm Jumeirah in Dubai.. This study, ordered by Supraways, is confidential, and can only be published in the form of this short abstract.

13 Creation of a transport system in Port Said, Egypt

What kind of transport for a developing country?

Zineb AKLIKIM Kévin BERGER Ibrahima PELLEL BAH Fatima LUCAS Aurélie SCHRAUB Creation of a transport system in Port Said Creation of a transport system in Port Said

Mots-clés 1. Diagnosis Étude de choix du système de transport • Bus à Haut Niveau de Service (BHNS) • In 2011, Egypt experienced a big revolution which led to the resignation of the president Dimensionnement fonctionnel des stations • Exploitation • Port-Saïd (Égypte) Moubarak, and currently, the new President is Fatah al-Sisi. Egypt has been badly af- fected and has suffered an economic crisis. Today, things are getting better thanks to a Keywords growth of 4% and a lot of Arabic countries contributing to the Egyptian economy. Those Alternative systems review • (BRT) • financial loans help Egypt invest in a lot of infrastructure projects which focus on trans- Station functional sizing • Operation • Port Said (Egypt). port and electricity. Transport is organized by a ministry called the MOT. There are two big urban transport systems in Egypt – one underground, in the town of , and one tramway in the city of Alexandria. In Port Said, the population isn’t experiencing a large, natural increase but it will: Founded in 1859, the town of Port Said was created as a place to live for those building with all the projects starting there, there will be a lot of work migration in Port Said. the Suez Canal. The city is situated at the end of the Canal, by the Mediterranean Sea. There were 676 412 inhabitants in 2015 and the projection for 2026 is 848 605 inhabi- Nowadays, it is the third largest urban agglomeration in Egypt. The harbor is this town’s tants. central point. Close to Port Said, on the other side of the Canal, there is another town In the town of Port Said, there are six districts: Al Zohour, Al Manakh, Al Arab, called Port Fouad. The two cities have experienced rapid growth and used to be a tax- Al Sharq, Al Dawahy et Al Ganoud and we must add the city of Port Fouad. To unders- free area that brought a lot of foreign business into the country. But in the 1970s, Port tand the urbanization of Port Said, it is important to know that the town was at the Said and Port Fouad experienced an economic crisis. beginning, composed of only two districts, settled to the north-east of the city: one On August 2015, a new canal was created on the other side of Port Fouad. The Arabic district and one European. It impacts our diagnostic because the width of the project added a new 35 km long (22 miles) shipping lane to the existing 164 km long streets and alleyways are different between the two districts- the streets are smaller (102 miles) canal, allowing the sailing of ships in both directions. It also included the in the Arabic district. These two old districts are in a bad condition and are protected deepening and expansion of a 37 km long (23 miles) section from the existing canal. as a UNESCO World Heritage Site. This part of the town lost a part of its population Furthermore, in the near future, the agglomeration of Port Said-Port Fouad will and today, there are only public administration and public services. But the four other experience a lot of changes, as the Egyptian government wants to create a new hub districts (to the west and south of the city) which were built later, have a different struc- in Suez’s region, making Port Said regain its past prestige and become a center for ture, are more dense and most of the population lives there. logistics and harbor activities. A lot of money will be invested in that project and soon, In Port Said-Port Fouad, there are three ports and many inhabitants work for the the town of Port Fouad will build a new harbour, gaining new inhabitants. port or for the factory area settled to the south of the town. But Port Said is also a really There is, however, an important issue to take into consideration. Indeed, the religious town that attracts students. Most of the population is working but the unem- agglomeration is becoming bigger and bigger but there is no organized system of ployment has grown from 11 % in 2007 to 26 % in 2014. transport in the city, which is becoming overwhelmed by traffic jams. There are lots Between Port Said and Port Fouad, there is only a small ferry to cross the Suez- of cabs, minibuses and personal cars – all of which are informal means of trans- Canal but it has little use because of a low frequency and the difficulty to sail next to port. Moreover, another struggle at this point is the physical isolation of Port Fouad, the huge ships coming from the Canal. It is significant for a town as big as Port Said because of the canal. That’s why we want to create an organized public system of that there is no public transport. There is only private and informal mini-buses and taxi transport that could resolve the congestion and reconnect the two siblings towns. inside the town, there is no transport plan, timetable, or any organization. For the road First, we will make a diagnosis on the agglomeration to find the right solution and transport, there are two big highways that serve Port Said. The modal share of walking solve the different issues of the town. Our proposal would be to install three lines is 27%, 26% for the taxis, 16% for mini-buses and 28% for private cars. There is also a of BRT, a metro cable and a shuttle bus system to answer the transportation needs. terminus railway station in Port Said that brings flows of people from all around Egypt. Finally, we will explain every operation, provide a guideline for maintenance and esta- With that many cars in the city, this town has a lot of traffic jams: it is really hard to go blish the costs and benefits of our project. through the city.

16 17 Creation of a transport system in Port Said Creation of a transport system in Port Said

A powerful participant in Port Said district is the authorities of the Suez Canal, who analysis on the socioeconomic information we had about the city and its population. get money from the canal taxes. This participant wants to develop Port Said and is Then, we defined both emitting areas and receiving ones. ready to invest together with the government 15 million dollars. The first ones are areas from which travel flows arise at morning hours. They were The Suez Canal Economic Area project involves developing a free zone and trade defined considering that the traffic emitted from a given area would be proportional hub along the banks of the newly-expanded Suez Canal area and especially in Port to the population living in it. Therefore, we have chosen to aggregate the densest Said-Port Fouad. The Area will be 461 km² and is composed of four areas and six neighborhoods in terms of population ( "Al Zohour " and "Al Dawahy "). harbors. The harbors are East Port Said Harbor, West Port Said Harbor. The second ones (receiving areas) were defined by listing the main centers of This means a lot of people will arrive, but also the huge need for an organized activity of the city, such as universities, hospitals, main train stations, main markets, transport to relieve the city of traffic congestion and to connect the two cities. We will mosques, harbors, big factories… have to do with a denser city, a not really stable ground and a population who is not This first step has enabled us to draw the main traffic corridors at Port Said. They accustomed to public transport. coincide with the arterial roads. We want to create a new network of transport in Port Said-Port Fouad. It‘s obvious In order, to insure an adequate service, we have thought about morning rush hours, that we needed a BRT, less expensive than a tramway. Plus, it needs less work, it is since it is when traffic gets to its peak. To do so, we have considered the commutes easier to use and quicker to set up. We also want to create a strong line between Port from and to work and school. Said and Port Fouad with a metrocable. Then, we included many local constraints related to the city. First, we have chosen To connect Port Said and Port Fouad, two solutions were possible: either an under- not to serve the historical center, as it is considered a UNESCO World Heritage Site. ground crossing, with a road tunnel for a BRT; or an air crossing. The first solution is Secondly, we have decided to double the capacity in certain parts that would have to actually not suitable for our transport project because the Suez Canal has been made support heavy traffic. very deep to let the biggest and most heavily loaded ships to pass. That kind of tunnel We have also designed our offer such as to provide many connections between will exponentially increase the cost of civil engineering. For these reasons, a cable the three lines that constitute our transport network. Finally, considering the low traffic transport has been chosen and is justified because it crosses a major obstacle. The by the airport of Port Said, we have decided not to serve it. length of the metrocable will be 800 m and it is connected to the future BRT. We want In order to make our system even more attractive, we have also added a shuttle 3 000 pphd. Our choice was made according to costs, speed, lift and desired height. bus to serve the industrial zone. This supplementary line will be connected to the main We chose a double solution which provides us with 150 seats. It allows us to ones, the railway station and the harbor. Its main objective is to cover the commutes cross the canal in 155 seconds. for people working in factories there, providing them with a fast line. Therefore, it will insure a regular service at morning hours (one bus every 15 minutes) and a less regular service for the rest of the day (one bus per hour). 2. The future transport network Despite the interest that the local government has shown to develop the governorate of Port Said, the city doesn’t have yet an organized and reliable public transport system 3. Infrastructure for its residents. The platform of the BRT requires a width of 2.55 m corresponding to the width of the History has taught us that future income growth will inevitably catalyze an increase rolling stock, plus 0.5 m on each side for the leads, thus resulting in a width of 3.5 m per in trip making. Therefore, in order to enable the population to keep up with the future track. In the context of the project, the roads where the BRT would pass have a width of economic growth, it is important to provide everyone with fair access to places for approximately 30 m. This width will enable the installation of two roads, allowing a two- jobs, education, medical care, social services and other daily activities. way circulation. The platform will have a width of 7.50 m including a sidewalk of 50 cm. Thus, the main objective of a first public transport would be to fulfill these daily needs for the inhabitants of Port-Said, offering regularity and a high-quality service. In order to do so, we tried to understand the main travel trends around the city of Port Said. Lacking information about travel flows and their distribution, we based our

18 19 Creation of a transport system in Port Said Creation of a transport system in Port Said

All the intersections the BRT will pass through will be equipped with a specific "R17 "-type signaling. This will control the right of the various crossroads (approximately 60 crossroads on the route of the BRT) to manage safely the flows, and give priority to the BRT.

4. Operation and maintenance of the metrocable Figure 1: Distances There is no standard model for the metrocable, that could make precise ranges of the It would be necessary for the track dedicated to the BRT to be easily spotted by costs allocated to it. We have therefore used the STRMTG statistical database that pro- all the users, whether they are users of the BRT or the drivers of private vehicles. A red vides suitable orders of magnitude we can modulate. surface bituminous mix has been proposed. The investments are, as indicated in the table below, in 4 different fields: The length of the platforms will depend on the gauge of the rolling stock (18 m) plus 1 m on each side and the length of the ramps (5 m). In short, we foresee a total Decomposition of costs by post Unit Price Cost length of platforms of 30 m. Stations One power station + €3.5 M andell €2 M €5.5 M The platforms will have a maximum height of 21 cm to allow an easy climb of the one return station travelers by adding an access for disabled people. The width of the station will be of at least 3.5 m to make the routing easier. To the right of the shelters and ticket dispen- Cables Tractor cable €50 per meter €0.2 M sers, a minimum width of 1.40 m must be established in order to avoid saturation on Cars 10 cabins with 25 €3.5 M €3.5 M the platforms. We will provide a total area for each station: S = 30 x3.5 = 102 m². seats The model scheme of the station is given below: Pylones Conventional pylon €3 M €3 M for a double mono- cable system Mishaps, Study- 15 % of the project €1.4 M related expenses, contracting authority TOTAL €10.9 M

4.1. Operations and their costs Operating costs can be split into three parts: • expenses related to the operation staff; • maintenance costs; • energy consumption related to the operation of .

Figure 2: Model scheme of the station Annual operating costs are estimated to be around €1.5 million, based on a daily opera- tion of 16 hours, at a rate of 355 days of operation. The division of the costs is indicated in the table below:

20 21 Creation of a transport system in Port Said Creation of a transport system in Port Said

Cost (million 4.3. Conditional preventive maintenance Unit Unit price euros) Continuous maintenance would be managed by the operator in charge of the urban Personal costs Staff responsible 4 (2 per station) For the year: 360 transport network in Port Said, but major inspections and heavy renovation work will be for the motoriza- x 2 (slot of 16 €45,000 done by the builder who has a more important technical background to deal with this tion and control hours) = 8 aspect of maintenance. An annual sum will be awarded to the builder, divided into two of the landing parts: a fixed annual amount resulting from a tacit agreement between the two parties Maintenance Staff responsible 8 x 2 (slot of 16 For the year: 768 and a variable amount depending on the operations carried out. and service for continuous hours) = 16. €48,000 costs maintenance 5. Operation and maintenance of the metrocable Cost of mainte- 5680 work hours €60,000 per 340 nance and daily (16 hours x 355 1,000 hours of 5.1. Operation maintenance days) work The chosen transport means is a BRT, 18 m long and 2.55 m wide. Thanks to its capa- Energy Annual 200 MGW/h for Price of MW: 110 city, reaching at best 130 passengers, it can transport 1560 passengers per hour and consumption consumption 3,000 pphpd €0.08 / kWh per direction (PPHPD) when the ride is 5 minutes long, 975 passengers with 8 minutes. Total €1.6 M Thus, the three BRT lines will ensure a maximum flow of 3310 PPHPD, which covers a major part of the estimated needs. We have then to determine the rolling stock roster in order to estimate the number of necessary buses. The commercial speed has been calculated thanks to the theo- 4.2. Maintenance of metrocable retical formula depending on the length of each line the number of crossroads, the The aging of the infrastructure requires maintenance of the equipment until it is re- average acceleration and deceleration and the normal speed. This commercial speed newed. In the particular case of cable transport, there are three types of operations: gives us the travel time for each line: 38 min for the first, 21 min for the second, 28 min • routine maintenance; for the third. It allows us to estimate the necessary number of buses for each line during rush hour by adding the turnaround and reversal times. Therefore, the fleet is • continuous maintenance or systematic preventive maintenance; composed of 45 BRT, including a number of vehicles for the reserve. They can drive • large inspections. on the three lines to help the operation. We have chosen to make the distances between two stops of every 300 m or A planning of different aspects of maintenance is described in the table below. 500 m of our BRT, which is longer than the distances of a conventional bus line and much more like distances of a tramway. The interval in peak hour will be of 5 min on line 1 and 8 min on lines 2 and 3. A shuttle is also planned between the railway station Operation Frequency Stop exploitation and the industrial zone. At off-peak times, we plan to reduce the frequency of vehicles Inspection of clamps Every year by rotation No to adapt to the demand. As it is done at the Cairo metro, we have dedicated seats Vehicle inspection Every three years per No to women at the front of the buses: 1/3 of the seats on each bus will be reserved for rotation women to avoid harassment. Inspection of stations and Every three years per During the annual shutdown With any transport project, efficient intermodality is a key issue for the success supports rotation (7 days recommended) of the project. The BRT route allows connections between the metro cable at the commercial harbor. They also provide connections between the BHNS and the train at Cable Inspection Every 6 months A day the railway station, and three connections with the shuttle. We will also create a car park relay, called P+R, located on the outskirts of the city, to encourage car drivers to access the city center by public transport, by allowing

22 23 Creation of a transport system in Port Said Creation of a transport system in Port Said

them to park their vehicles until their return. Therefore, users will benefit from an 6.1. Rolling stock advantageous rate combining parking + round trip BHNS. The maintenance of the rolling stock concerns the buses and the embedded equip- We decided to put the relay car park at the subway cable station in Port Fouad to ment. It will be classified in two categories: allow people to park their cars safely until their return. It also allows car drivers to have • preventive maintenance or routine maintenance of rolling stock. This consists easier access to the subway cable station to reach the city center of Port Said with the of scheduled operations and regular maintenance to avoid failures. It can be subway cable or taxi boat. carried out according to time (e.g every 6 months) or kilometers (e.g every A car park at the crossing of line 3 and the shuttle will allow employees in the 10 000 km). industrial zone to leave their cars to return to Port Said and then use public transport. Vehicles will be parked in the 24/7 car park. The users can easily reach the city center • corrective maintenance, which is subdivided into two classes: with an efficient relay to the different lines of the BHNS. ȈȈ rolling stock troubleshooting; ȈȈ repair is a corrective action on rolling stock when there is a working problem. 6. Maintenance The maintenance of infrastructure and rolling stock is an important activity to ensure the sustainability of all installations. It must be defined to ensure optimal cost manage- 6.2. Characteristics of the maintenance and storage center ment while respecting safety requirements. It will provide availability and reliability of Two storage maintenance sites are planned as part of the Port Said project. The first is infrastructure and rolling stock, while ensuring quality of service. For this project, two located at Pk 0 + 000 of line 1, in the EL Zouhour district, and the second on Pk 13 of line maintenance and storage centers will be built. They consist of maintenance workshops 3, south of the AL Dawahy district towards the industrial zone. to accommodate the BRT, storage tracks and spare parts stores to ensure the minimum The two sites have no particular constraints towards the neighbours, as they are stock required to maintain the availability of the system. The planned maintenance for installed outside urbanized neighbourhoods. They are accessible by road. The loca- this TCSP project will include two areas of activity: fixed installations and rolling stock. tion of these two sites was selected near the BRT terminals: one to the northwest and The maintenance must be done in a preventive and/or corrective manner, the other to the south, so as to optimize operation by reducing the number of kilome- systematically or conditionally. It will be done either with internal means or by a ters to be traveled between storage and terminals of the line. subcontractor. The way in which the maintenance will be carried out will be defined For the operations’ division, there will be offices for operating staff, control- later by the future operator. At this stage of the study we have considered that a large lers, maintenance staff and the person in charge of maintenance staff. This staff is part of the maintenance is carried out by the operator. It can be classified into several responsible for the maintenance of rolling stock, signalling equipment, infrastructure levels: and stations. Every line will be managed from the control station (PCC). • simple maintenance (lubrication...), which can be carried out by the drivers The social offices are intended for workshop and network operators. There will also before each service; be sanitary facilities, locker rooms, a refectory, etc. • complex maintenance, requiring medium to large-scale operations such as component repairs or replacements, controls, examinations of internal parts 6.3. The rolling stock maintenance center of equipment, visits. This is entrusted to the production units; This center will allow BRT vehicles to be sheltered from the weather. It also provides • maintenance requiring major operations carried out in general by the manu- the following functions: facturer. • storage of buses; The fixed installations include on ground structures, platforms, hydraulic structures and • fuel-filling of buses; civil engineering structures, as well as the roadway structure, stations and signaling systems. For the Port Said project, the route of the line will be established essentially • external washing of buses; following the ground’s level so there will be few earthworks to be monitored. • iInterior cleaning of vehicles;

24 25 Creation of a transport system in Port Said Creation of a transport system in Port Said

• storage and supply of spare parts; • define the current transport offer with its lines and its pricing policy. This for- • storage of service and maintenance vehicles; mer should be reconsidered each year in order to be coherent with the local demand and its socioeconomic specifications.; • storage and management of waste. • develop the urban transport network with a long-range planning. This goal will For the outside areas, the center also includes the bus storage area, a service station, a be supported by a research center focused on the transport demand; cleaning station and parking spaces for staff and service vehicles. • fund and invest in urban transport, which is a direct consequence of the first point.; 6.4. Estimation of the maintenance and storage center: • provide and define a quality of service required. This mission goes with the The storage center has a size so as to contain 45 BRT vehicles 18 m long. The site pro- passenger information. vides parking areas for service vehicles and staff vehicles. It needs to contain 5 service vehicles and at least 60 seats for staff vehicles. In order to have a consistent offer, minibuses could be added to the whole range of At this stage of the study, a total area of 2.5 hectares is estimated for the two skills of the public authority. They currently propose an irregular and widespread ser- centers. The estimated staffing for the center is 142 staff members. vice that could be more regulated and complementary to the rest. The organization How will the maintenance be organized ? The project provides for 25 km of line would be composed of approximatively 100 civil servants dispatched in four directions. operated by a fleet of about 46 buses with intervals of 5 to 8 min, depending on the Each one will deal with one of the topic described above, two other general directions line. The maintenance team will consist of a team leader and 5 persons (5 km per would complete the structure to manage the activity of the organization and one would person), who will be responsible for the maintenance of fixed installations (infrastruc- deal exclusively with the public service delegation. Before detailing the socioeconomic ture, signaling equipment, hydraulic works, etc.). evaluation, the pricing will be specified. Infrastructure maintenance staff can help with the exploitation of the line by driving The main mission for the NAT is the transport report. This policy must meet the of BRT during rush hours, replacing the WD driving staff on some of their time. They social expectations of the users but also cover its operation costs. Feedbacks proved will therefore be entitled to drive. that pricing is not sufficient to cover it. Two others sources of funding will complete it: public funding will be granted from the governorate of Port Said and the ministry of transport via the NAT and the "versement transport " tax. The government of Egypt 7. Governance, pricing and founding is indeed interested in this French measure and wishes to apply it to fund transport infrastructures. 7.1. Governance Now, the question is what is the optimal price for users? According to the pricing Port Said does not currently have a urban transport network, so it is necessary to think settled in Cairo and Alexandria and the life cost in Port Said, we have estimated that a about the transport governance. The three BRT lines and the metrocable brings a new one-trip ticket would cost E£0.5. A discriminatory pricing have been thought to provide demand which includes an existing transport network. Access to the information and an accurate subscription transport for some targeted socioeconomic classes. Basing access for the disabled people remain main issues that a public authority could handle on the age distribution and socioeconomic stats that we dispose, settled pricing as a leader for the local transport policy. Like in Cairo or Alexandria, a Transport Organi- would bring €2,220,000 per year, a comfortable income for the operation. zing Authority needs to rule and master the urban transport system to propose a strong and reliable network where multimodality is promoted. For this reason, as the National Authority of Tunnels acts in this way for Cairo and 7.2. Funding Alexandria, it could be qualified to rule, since it has already experienced transport More generally, a financial settlement must be done to get a sustainable business plan. management. The NAT as TOA would have four missions: It can occur in two distinct phase of the project. The first one before starting the project: it aims at finding loans with lower interest rates granted by national and international banks to support the project launch. The “Agence Française de Développement” already acts in Egypt since 2007. The longs-

26 27 Creation of a transport system in Port Said

tanding partnership has been visible in many public and private projects to develop urban planning in many fields. Especially, a think-tank took place in November 2016 to discuss about the financing arrangements for Egyptian transport project. Moreover, Japan has built strong relationships through economic help in the whole African territory. The JICA, Japan International Cooperation Agency, proposes financial help but also a support to train future workers in the maintenance field. It could be a true change for Port Said to have a very qualified staff. It would operate its own urban trans- port network without requiring foreign companies to deal with heavy maintenance like it would be in the short term for the cable railway. The possible amounts for these financial helps remain undetermined and need to be negociated. The second one is mainly public funds to assist the operation. The governorate of Port Said will contribute to cover operation costs and will be joined by the NAT, which will act in two ways: it collects the "versement " transport tax as a public transport authority and it will invest in the urban transport network, whether it is for the rolling stock, the infrastructure or the studies to plan a long-term project in Port Said. It can rely on an annual E£700 financing.

Conclusion One of the major problems highlighted in our prospective study is the need to free the city of Port Said from traffic jams in order to meet the growth targets planned by the Egyptian government. To make these achievements possible, it is essential to create a real transport system in the city to simplify daily mobility and make it a more attrac- tive city. Our network will be accompanied by a new transport governance with the introduction of an ATO. The work project will last 3 years starting 2019. A phasing of four steps was estimated in a way to enable a successive commissioning of the lines. The socioeconomic analysis made for the project has shown that the project of urban transport system designed for Port Said has a positive value and its internal output is higher than 4.5 %. These results confirm the socioeconomic added value the project will have on people’s daily life.

28 Creation of a tramway line for the city of Qom in the Republic of Iran

Laure GIRARD Cherifa HAMDOUS Kinda KHALIL Clément TSCHIEMBER Florent VAUTHERIN Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

Mots-clés 1. Environmental and Demographic diagnoses Étude de choix du système de transport •Tramway • Dimensionnement fonctionnel des stations • Exploitation • Qom (Iran) 1.1. Geography Qom is the capital of the province bearing the same name. It is the 8th most populated Keywords city of Iran and covers 127 km². The city is located 150 km to the south of Teheran, but Alternative systems review • Tramway • stands out by being at the crossroads of both railways and highways that link the south Station functional sizing • Operation• Qom (Iran) part of Iran with its capital Teheran. The city is on a plateau surrounded by a moun- tainous area on one side. On the other side, there is a plain stretching to the Nawak Great Salt Lake in the East. Introduction The agreement signed on July 14th 2015 is a historical event for Iran, allowing the country to join the international community after the end of penalties. Iran is indeed 1.2. Seismic risk a promising country with a potential market of 80 million people and a well‐ educated Iran is located between two major seismic areas: the Arabic plate collides with the Eu- middle-class. President Rohani has even stated that the government’s priority is the rasian plate. These tectonic mechanisms imply several faults, the main ones are lo- country’s economic recovery of. The program unlocking Iranian assets and reopening cated in the north and south of Iran and there are many frequent seismic activities. Qom borders for international trade should thus encourage foreign direct investment, in- province is in the central area and is classified as an average seismic zone. creasing trade and stimulating growth. Sanctions relief increase public expectations of economic improvement and international commitment. The transport field has been neglected for years, in favor of industrial fields such 1.3. Population growth and density as oil and gas, metals and minerals. The city of Qom has been particularly suffering The latest census of the population recorded 1,074,036 inhabitants in the city of Qom from alarming problems of pollution, congestion and high road accidents, whereas six years ago. The population annual growth is about 2.4 % since 1996, so we estimate public transport field is still very limited. Monorail and metro projects have already the current population to be about 1.23 million inhabitants. been launched, but they are still under construction. The Qom province is highly urbanized (nearly 95 %), because the majority of the Our project starts with a diagnosis at a national scale to describe geographic, envi- province population lives in the city of Qom. It is the 6th most densely populated city ronmental, institutional, economic and socio‐demographic aspects. Then, we focus on of Iran (9,600 inhabitants per km² on average), with also the 6th highest population specifics of the city of Qom in order to better understand the local expectations. growth, fueled by both demographic growth and rural exodus. Education level is rela- After making an assessment of transportation modes in Qom, we will analyze the tively high, but unemployment rate reaches 9.2 % in general. Qom population reflects mobility in the city to decide if we need to develop a third urban transport system. This today’s Iranian population: young, educated, urbanized and suffering high unemploy- will lead us to identify two main corridors in the city, carriers of flows, allowing us to ment. draw a horizontal alignment for this public transportation line. Afterwards, a study of the transport demand on this axis will help us choose the relevant means of transport. A proposal for a complete tramway system will be given, including a technical 2. Transportation diagnosis feasibility study for Infrastructure and Rolling Stock structural subsystems and an operational feasibility study for Operations and Maintenance functional subsystems. 2.1. Transportation organization Finally, an economic feasibility study will be submitted, taking into account cost and The transport field is a field highly funded by the state in Iran. The policy for the -de revenue aspects to assess the socio‐economic and financial profitability of such a velopment of transport infrastructure is defined and implemented by the Ministry of project. Roads and Transport. Lastly we will propose project funding options and conditions necessary to support There are several umbrella companies having their own master plans: Port & Ship- the launch of the project with regard to redirecting transport policy, in order to make ping Organization (PSO), Civil Aviation Organization (CAO), Iranian Airports Holding it financially viable. Company (IAC), Iran Railway Company (RAI) and Road Maintenance & Transportation

32 33 Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

Organization (RMTO). The Urban Planning and Architecture Department supervises 3. Economic Diagnosis the urban development and land‐use planning. The organization of transportation at the provincial level is carried out by municipalities. The office of circulation and public 3.1. Qom's activities transport reports directly to the mayor. Qom's activities are mainly focused on the following areas: Qom Urban Railway Organization was established in 2008 to manage the city's • Pilgrimage tourism brings some 20 million national and foreign tourists per public transport projects. It plays the role of a local transport authority. The objectives year, or an average of 55,000 per day. It is the main activity of the city, and it of Qom Urban Railway Organization are based on a sustainable and cost‐ effective provides many jobs. urban development in terms of air quality, green energy and noise reduction. • Since the country was until recently closed in on itself, the State remains the main employer of the country, and many administrative offices are located in 2.2. Transportation in Qom the city of Qom. Currently, the public transportation relies mainly on buses, collective taxis and pri- • Services generally represent a significant part of the economic landscape vate cars. Qom city is changing its strategy to develop mass transit system with the (banks in particular). launching of a metro and a monorail. • The carpet industry, although in decline since 1970, is still active with a pro- The metro project is currently under construction. The length of the line is 14 km. duction of Persian carpets turned to export to the whole world. It has 14 stations, with a connecting station to the monorail. The commercial speed is • Automotive, construction and small industry can also be mentioned, despite forecast at 35 km/h with a maximum at 80 km/h. The whole line would run under- their current difficulties. ground. The monorail is also under construction. The first part of the line would be 8 km long and build above ground. In a second phase, the complete line would be • The city re‐opened a large shopping mall in the city center. 25 km long with 17 stations. These two projects are supervised by the Qom Urban Railway Organization. This Important sites of heavy industrial production are present in the city of Qom’s outskirts, study is focused on the opportunity of implementing an additional transportation but have no impact on the transport system under study because of their distance from system in Qom. the city center and the reduced number of workers.

2.3. Road accident, congestion and pollution 3.2. Holy city of Qom Like all major Iranian cities, Qom has traffic congestion, pollution and road accidents. The holy city of Qom is the second largest Shiite education center in the world after Iran suffers from a very high road accident rate. This rate is decreasing since 2007 but Najaf in Iraq. The institution responsible for teaching principles of Shia Islam in Qom still remains very high: it reached around 16 600 deaths in 2015. is known as Hawzah Elmieh. More than 70,000 Iranian and foreign students in theolo- Most of cars in Iran are obsolete and were manufactured according to standards gy live in Qom. Theology schools are under the protection of Hawzah Elmieh and are that do not comply with the latest environmental guidelines. A yearly increase ratio of equipped with highly advanced technological resources. 15 % of cars’ fleet is observed since the last decade: the situation is becoming alar- Qom has two pilgrimage sites: the mausoleum of Fatimah Ma'sumeh, sister of the ming. Moreover, since the country does not have many public transportation means, eighth Imam, and Jamkaran located outside the city. Other famous sites are the eight congestion problems are recurring and paralyze traffic. Air pollution is a significant universities, the libraries and many mosques such as the Friday Mosque, the Atiq environmental problem in Iran, mainly in urban areas. All these factors are the main Mosque, the A'zam Mosque and the Qom Grand Mosque. Peaks of pilgrims flows are reasons behind the urgent need of development of public transportation in Iran. observed during the months of and Moharram, the month of mourning of the Shiites, and during famous religious festivals such as the birth and martyrdom of Imam Ali, Achoura, the day of the martyr of Hussein, and the Iranian New Year (21st of March). Qom’s municipality published in a report that flows of pilgrimage to Jamkaran in 2013 reached 10 938 291 passenger cars.

34 35 Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

3.3. Qom's main attractions of the city and provides a service to the south west part of the city under development, The city’s points of interest are the main types of facilities such as: , city hall, without requiring massive property expropriation. hospital, university, religious centers, touristic monuments (monuments, museums, Multi criteria analysis showed that the radial alignment should be made in prio- etc.), stadium and residential areas. rity mainly because of the expected traffic growth and the employment areas it will Peripheral population growth and increase of density in the city center are major service (see map at the very end of this summary to see it on a bigger scale). The ring trends. With many transport projects and other construction projects in the outskirts, alignment should not be discarded though, and could be built after the radial align- the city has launched a policy of modernization and development. ment has been done.

4. Transportation system study 4.2. Traffic demand analysis Given the lack of data such as origin‐destination matrix, a semi qualitative approach has 4.1. Advised alignment of main features been adopted to estimate transport demand along the alignment, instead of the four Many factors have been taken into account to determine the most suitable alignment steps classical method. for the project: The highest load is expected in the center of city where the transportation system • the metro and monorail projects currently under construction; will replace existing highly loaded bus lines and provide an alternative to congested car traffic. Bus traffic in the central area, currently estimated to 2,400 pphpd on peak • the existing transportation means (buses, collective taxis, …); hours, is expected to fully transfer to the new transportation system. For road traffic, • the density of the city neighborhoods; estimated to 8,280 pphpd on peak hours, 20 % is expected to transfer to the new • the main centers of interest and the location of the main areas of employment. transportation system. Based on these hypotheses, this new line is expected to attract 4,015 pphpd on peak hours on the most loaded section when the line will be brought into operation. On a daily basis, the number of trips is estimated to be 9 times the highest pphpd at peak hours, i.e. 36,131 passengers per day. The traffic growth is expected to follow the population annual growth of 2%.

4.3. Choice of transportation system The estimated passenger load at peak hour (4,015 pphpd) at the opening of the line is within the theoretical capacity range of (metro), tramway and BRT. As said previously, Qom is currently building a metro line and monorail line, with problems delaying the opening. An additional metro line will add investment and operation costs, which would be difficult to bear for such a city, without addressing a real need. A BRT (bi‐articulated bus) could provide the required capacity at the opening of the line, if operated at a very short headway (2 min or less). Such a solution does not provide any capacity margin to match the transportation need in the future. But a 43 m Figure 1: Tramway route. steel wheel tramway appears to be the most appropriate choice. Its capacity allows to Our analysis leads us to consider two alignments with distinct and complementary face the transportation demand at the opening of the line with a reasonable headway. goals. The ring alignment improves transportation service in currently unserved highly This headway can be reduced down to three minutes to match the transportation dense areas and will provide a strong network effect with the coming metro and mono- need growth for the coming decades. rail lines. The radial alignment gathers two sections of the two main existing bus lines

36 37 Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

4.4. Rolling Stock Sizing 5.2. The infrastructure’s characteristics The rolling stock fleet of the line designed in this study is calculated by the ratio of the The track is embedded into concrete for a street running operation; it is composed of complete round trip over the minimum headway, increased by an operational reserve two grooved rails fixed on bibloc sleeper. The is of 1,435 mm, and there and a maintenance reserve. is no ballast track on the main line. Ballast may be considered in the depot to reduce It is calculated for the launch date and each time the minimal headway has to be costs. decreased to meet the capacity needed. The fleet for each period is shown in the The length of the line is of 21.05 km with a double track, and the track platform table below: is between 5.85 m and 6.40 m. The minimum curve radius is 25 m, but the target is to keep the curve radius above this value to have a better commercial speed and improve passenger comfort. Dimensioning of the fleet Launch date 9 years later 20 years later Each 2.5 km, a junction or a crossover (track 1, track 2) allows vehicle turn-back: Round trip 132.3 min in case of an incident, the faulty section is isolated from the healthy section of the Minimum operating headway 5 min 4 min 3 min line, where pinched loop operation is preserved. Line operation is supervised by the Tramway in operation at peak hours 27 trains 34 trains 45 trains Centralized Traffic Control. The 37 stations are equipped with two platforms each, and they are only installed 10 % maintenance reserve 3 trains 4 trains 5 trains in track straight alignment to avoid a gap between the tram and the platform. The Operational reserve 1 train 1 train 1 train maximum gap between the platform’s edges is limited to 35 mm to allow disabled Total Rolling stock 31 trains 39 trains 51 trains people and people in wheelchairs to access to the tram. The maintenance workshop and stabling is located to the north of the line, all trains are in a secured area to prevent deterioration. All preventive and corrective main- tenance will be performed in this center. Track and Signaling equipment fit with the 5. Feasibility Study urban environment. But at the beginning of operation, the future operator has to raise public awareness about the risk of collision between the tram and cars or pedestrians. 5.1. Rolling Stock’s features Based on ridership estimations and line characteristics, the most suited rolling stock appears to be a 43 m long tramway such as 402. Similar rolling stock 5.3. Civils Works and structures may be provided by several suppliers. Tramway capacity is at 395 passengers. At the Considering that the soil in Qom has a good bearing capacity, surveys should be car- opening of the line, headway will be of five minutes during peak hours; this operation ried out in more detail to develop geotechnical studies. Civil works are limited to the scheme will meet the traffic demand. construction of one bridge crossing Qom Rood River and to inevitable earthworks This rolling stock has a low‐floor structure, 350 mm higher than the rail level, which caused by some variations of altitude in the southern part of the city. avoids a step between the platform and the train; it improves boarding and unloa- Due to urban insertion constraints that required avoiding residential areas, the ding time during the stop in the stations. It maximizes the passenger’s exchange, and viaduct crosses obliquely the river. Regarding the type of bridge, we chose a two‐ provides easy access for disabled people. beam mixed steel and concrete bridge 200 m long, having 6 spans. Central spans are To respect Iranian customs, the tramways are equipped with compartment dedi- 40 m long whereas end spans are 20 m long. Specific constraints on central piles in cated to women and children. The train interior and exterior design is adaptable to the river bed should be taken into account. the city and has to participate to the urban renewal of Qom. The main power supply The horizontal force generated by an earthquake must be considered in the calcu- is catenary fed with 750 V DC. In the historical center of Qom, catenary lations for the structures. Adequate seismic design techniques should be applied. free system may be considered to reduce the aesthetical impact. Several solutions are The line has been divided into seven sections according to level variations based available, such as Alstom APS technology, battery, or super capacitors. The integration on the vertical alignment. We identified for each section, length, minimum and of the complete system (rolling stock and the infrastructure) allows an urban renewal maximum altitudes as well as extreme slopes. which is a bonus for Qom development.

38 39 Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

When the section has a flat topography and the slope is less than 7 %, no earthwork The detailed definition of the organization may vary from one operator to another, but activity is necessary. We identified two cases where we could avoid building a bridge the following functions are compulsory: by lowering the peaks of the hilltops, making the level difference acceptable, and thus • the line will be overseen by a line manager; the slope. Earthmoving operations are indeed much less expensive than the construc- • the OCC, staffed with several regulators and a regulator-in-chief, in charge of tion of a bridge structure. traffic supervision, the traction power, information to travelers and staff, the In the first case, the peak was lowered by 6 m, in the second, by 1 m. In addition, tracking of the facilities anomalies, the management of drivers during their few earthworks in terms of excavation and backfilling at specific areas were deemed service; necessary even though they remained limited. The excavated soil volumes of the mountain will be used for the backfilling as it is a good material. • the person in charge of preparing the timetable: to meet the transportation demand as accurately as possible, by taking into account seasons, specific events and feedback from the previous years of operation; 5.4. Operations • safety and procedure: analysis and investigation after incident, update of The fundamental goal for a tramway network is to meet the transport demand in the procedures when required, training of staff regarding safety and procedure; best conditions of safety, regularity, comfort, speed and cost. • fare control: roaming ticket inspector and their supervisor; Types of Operations: • Normal Operation: Line operation is performed in accordance to the time • drivers: it is by far the most abundant kind of staff. Their number has to be table, which defines the headway for the different times of the day. The layout determined by calculating the actual driving time and has to include some of the shunting zone has to be designed to provide some margin between the margin to cope with absenteeism. The organization of driving shifts is crucial minimum headway and the time required for turn back. to ensure a smooth operation of the line. The actual operation set up will depend on the level of integration with the other trans- • Headway variation during the day requires the operator to inject and withdraw portation system of Qom such as the upcoming metro and monorail. Some of the func- trams from the line to the stabling. If required, trams withdrawn from opera- tions listed above may be merged with their equivalent in the metro and monorail ope- tion are sent to a planned maintenance or a washing machine, according to a ration organization to improve the availability and efficiency of the staff, and to obtain pre‐defined schedule. the best balance between quality of service and operation cost. • Degraded Operation: small problems shall be managed as far as possible by the tram’s drivers with the support and guidance of the regulator located in the OCC. For major operation incidents, the operator in OCC deals with the 5.5. Rolling Stock Maintenance situation in accordance to emergency procedures. He provides information The Rolling Stock Maintenance Facility will be located to the north end of the line. Two to the passengers and directs them if necessary to alternative transportation main activities will be managed: tramway maintenance and tramway stabling. means. In order to limit the consequences of the incident on the commercial The maintenance will be carried out in a covered hall allowing preventive and service, he follows the degraded operating procedures. Degraded operation curative interventions on the trainsets. The hall houses several workshops (oil, hydro- procedure includes for instance the implementation of short turn back in order carbons and solvents, electricity, batteries, mechanics, brake test...) and is composed to maintain service on healthy section of the line, on both sides of the faulty of 3 level tracks and 2 tracks on pit, equipped with footbridges allowing access to the section where operation is stopped. Another degraded operation procedure is roofs of the trainsets. These tracks are 50 m long to accommodate one train at a time. to empty a faulty train from its passengers to withdraw it from service.

5.6. Infrastructure maintenance Visual, audible and vibration abnormalities will be reported to the CTC by drivers, main- tenance staff or local residents. For the maintenance of the track, signaling and low currents equipment, a rail‐road truck will be used.

40 41 Creation of a tramway line for the city of Qom Creation of a tramway line for the city of Qom

5.7. Maintenance Teams Another alternative is to seek for private international financing alongside the bid The tramway’s maintenance teams are not designed to work in the maintenance cen- for the transportation system. Industrial bidders would be required to partner with ters of the Monorail and Metro. When the maintenance of urban transport in Qom will banks to provide a financing offer in addition to their technical offer. In this strategy, become be fully developed, this question can be studied again. The sizing of the main- competition between suppliers is preserved and technical requirements have to be tenance crews is done according to the planned maintenance load for the tramway. met. Given the huge Iranian oil resources, this financing strategy may also be adapted to include some way to use oil as a collateral or a part of the back payment. 5.8. Planning The project planning is divided into the following main phases: Conclusion • olanning, investigation, and concept design: to determine the main project The study of the Iranian market and the diagnosis of the territory have shown that en- objectives and costs, collect entry data (topographic, geotechnical, utility vironmental and mobility issues are at the heart of the challenges that the country will network); face in the coming years. Major railway investment projects have been launched at na- tional level, and locally in Qom the mutation of transport modes and their organization • procurement: preparation of bidding document, bid analysis, negotiations and is underway: metro and monorail lines are under construction and supervised by Qom contract award; Urban Railway Organization. • construction; To support the economic development of the city and meet current and future • testing and delivering. transportation needs, two corridors have emerged: a ring alignment in the heart of the city and a radial alignment connecting the north to the periphery in the south‐west. The duration of the phases may vary significantly due to local context (process for po- A multicriteria analysis revealed that the radial route is the priority need with most litical decision, number of public agencies involved in the decision …), but the overall promising perspectives in terms of traffic growth. duration from the start of the studies to the beginning of revenue service is estimated The analysis of the current demand on this axis shows that there is a market for to six years. Special attention shall be paid to rolling stock procurement and delivery, a third urban transport system within the city of Qom, especially as the growth of the since production rate is limited by the manufacturer capacity. Utility diversion should population will create a bigger need for transport. also be planned ahead to avoid project delay. The estimated passenger load at peak hour (4015 pphpd) at the opening of the line constitutes a key input in the modal choice. The tramway appears to be the most adapted mode to the stakes of the city and its constraints. One of the intrinsic qualities 5.9. Financing of the tramway is that it is able to respond to changing demand under realistic invest- Financing of transportation project has been difficult in Iran for the past years, leading to ment and operating conditions. delayed projects, such as Teheran’s metro. Under international sanctions, Iran had very The technical feasibility of such a project doesn’t have any problem: the rolling few options for financing and had to make deals with the Chinese government, that stock and its requirements already exist on the market; technical solutions recom- provided both financing and proven technical solutions from its industry. The sanction mended for infrastructures and fixed installations are conventional; civils works, struc- relief allows now Iran to seek new ways to fund its projects. tures and land acquisitions are under control; and feasibility in terms of operation and The project could be eligible for partial financing by the BIRD since it would maintenance is verified. Moreover, the study of a long-term schedule shows that the address some of the primary issues identified by the World Bank in its 2005 report duration of studies and construction before commercial start‐up will be spread over (pollution, road safety...). But this financing would likely come with some requirements nearly six years. Finally, an economic feasibility study has been conducted to assess regarding project management but also transport pricing policy. Such requirements the socio‐economic and financial profitability of such a project. According to our set could be rejected by the government as they would be likely seen as unpopular of hypothesis in our basic scenario, the socio‐economic net present value reaches measures. Alternative lenders such as the Islamic Bank of Development may also be €41,459,899 over 40 years, with an economic rate of return of 6.93 %, above the considered. discount rate of 6 %, proving that the project is economically viable.

42 43 Creation of a tramway line for the city of Qom

Our study tends to show that this third urban transport system within Qom is a realistic solution. However, this result must be modified by the limitations of the present study. Indeed, the main prerequisites for launching such a project are firstly to carry out a fine modelling of traffic because this input data takes decisions on the modal choice, the dimensioning of the transport supply and therefore the necessary investment. In addition, the NPV and rate of return estimations are based on a set of hypo- theses, that have to be clarified and refined to verify the economic relevance of this project. Moreover, financing solutions are broadly dependent on the stability of Iran's international relations with the rest of the world. The risks and threats of this type of project will have to be assessed. These aspects should not, however, make us forget that the Iranian market has a potential of 80 million inhabitants. Active participation in the stability of the country, central and strategic anchor in the Middle East, as well as the possibility for France to resume strong economic and political contact with Iran are strong issues that will attract the attention of investors and political authorities. The promotion of French skills in terms of transport industry and engineering is also an asset for a country in a full comeback and eager for infrastructure investments, economic recovery and job creation.

Figure 2: Tramway route

44 Bus Rapid Transit (BRT) in Touba, Senegal

Maria-Patricia BARREZUETA Armelle ESSANE Perceval GAILLARD Patrick ROMANO Quentin ROUSSEAU BRT in Touba, Senegal BRT in Touba, Senegal

Mots-clés rantees they have right of way before other vehicles, thus a high commercial speed and Étude de choix du système de transport • Bus à Haut Niveau de Service (BHNS) • a rapid transit between stations compared to the other transport systems. Modélisation de la demande • Exploitation • Touba (Sénégal) BRT also provides flexibility to the network. Bus routes can change and expand when needed, for example during the four days of the Grand Magal. Also, buses can Keywords use existing roads and general traffic lanes can be converted into dedicated lanes. Alternative systems review • Bus Rapid Transit (BRT) • Regarding financial costs, in front of a tramway, the BRT requires a lower capital cost Demand Modelling • Operation • Touba (Senegal) for initial infrastructure and rolling stock investment. Finally, it is used mostly by people who are transit dependent, so bus service improvements provide greater equity. Since the current situation needs a quick action, it can be phased in service, instead of waiting for an entire system to be finished. However, BRT has a shorter life span than Introduction a tramway, and at the end of its life span, the costs of maintenance increase conside- Senegal is located in the western part of ’s Sahel region and has a territory of rably. 196,722 km². Senegal’s population is estimated at 15.3 million as of 2016. According That’s why BRT solution is the most appropriate choice for Touba’s new transport to the latest population census conducted in 2013, 23% of the population lives in the system. Greater Dakar region (0.3% of the territory), and 40% lives in other urban areas1 Touba, the Muslim holy city founded by Shaykh Ahmadou Bamba Mbacké in 1887, is Senegal’s second largest urban site and the capital of the country’s powerul and popular Mouride 1.3. Travel demand and the transport system order2. In order to predict future demand and performance of the transportation system, a four Since 1970, Touba has experienced a spectacular demographic growth from a step model was used. small rural community of 30,000 inhabitants to a city with nearly 1 million inhabitants. Today, transport system in Touba is considered a real problem. A chaotic circula- tion with almost 15,000 carts on the roads is the principal cause of accidents, over- TRIP GENERATION loads and recurrent traffic jams. Outdated transport vehicles and a mediocre sector management system hasn’t TRIP DISTRIBUTION Determines the followed its population growth and had hindered the development of this field. frequency of origins In order to address this issue, we propose to implement a BRT system (Bus Rapid MODAL SPLIT MODEL or destinations of Matches origins Transit). It will improve the over-all performance of the urban passenger transport trip in each zone by with destinations, ROUTE ASSIGNMENT system in terms of quality, level of service, safety, and environmental efficiency. trip purpose often using a Computes the gravity model proportion of function trips between Computes the 1. The BRT project each origin and proportion of destination that trips between 1.2. Why a BRT Project? use a particular each origin and transportation destination that Two transport systems were considered in this project: Bus Rapid transit and Tramway. mode use a particular These choices had to meet the requirements of capacity, reliability, cost-effectiveness transportation and longevity. A system that includes a dedicated lane was chosen because it gua- mode

1. World Bank Group. Senegal Overview [En ligne]. Disponible sur http://www.worldbank.org/en/country/senegal/overview Diagram 1: four-step model. (Consulté le 16 février 2018). 2. ROSS Eric S. Sufi City: Urban design and archetypes in Touba. University of Rochester Press, 2006.

48 49 BRT in Touba, Senegal BRT in Touba, Senegal

1.3.1. Traffic demand For a total population of 894,500 (842,630 in Touba; 52,000 in MBacké), we We divided the city into 140 areas according to the density of the population. The den- obtained a traffic demand of 2,554 pphpd (passengers per hour per direction). This sity was estimated to be high for areas closer to the mosque (city center and economic value was the starting point to dimension our transport system. epicenter of the city) and decreases considerably outside the . The density and the surface allow us to calculate the population of each zone. The total population of the city was estimated at 894 500: 842 630 in Touba and 52 000 in Towards Mbacké. Towards Touba Using a gravity model, we were able to estimate the number of trips issued and Mbacké mosque received per zone and per day. Trip productions were distributed to match the trip attraction distribution. Then, the trip tables were factored to reflect relative propor- 2 492 2 554 tions of trips by alternative modes. And finally, using all these data, we were able to 2 492 2 427 calculate the population that gets on and off at each station of the principal line: from 2 449 2 225 Mbacké to the mosque of Touba. 2 283 2 002 2 122 1 653 1 856 1 449 1 647 1 221 1 430 1 071 1 266 988 1 277 761 970 697 690 660 646 680 651 606 547 572 485 357 182 227 227

1.3.2. Proposed route The new transport system will be composed of 4 BRT lines, with a common destination and correspondence: Touba mosque, the main activity point.

Figure 1: Density zones

50 51 BRT in Touba, Senegal BRT in Touba, Senegal

advise an operating speed of 21 km/h. Such a speed seems realistic to begin the implementation of a real new public transport system from Touba’s inhabitants’ point of view. Headway during peak hour should be of 4 min 30 s. A higher number will decrease the level of service dedicated to inhabitants, whereas an inferior one is allowed and will be used in order to suit the increasing demand if needed. Then, we sized our system giving it some flexibility, which might be very useful when lots of unknown factors remain about the demand. We have set 3 min of dwell time at stations, justified by terminals operated with traffic roundabouts and a loop at Touba Mosque allowing buses to turn back. Accor- ding to African common values, we have chosen a value of 6 p/m² for the comfort criteria within buses. This value will allow us to think about smaller and cheaper buses when time for purchase of such buses will come. With these assumptions, we have chosen: • a capacity of 192 seats per articulated bus;

Figure 2: BRT lines for Touba’s new transport system • a roundtrip time of 60 min; Line 1-south: it connects Mbacké and Touba. The principal stations served by • a needed operating fleet of 14 buses. this line are: the local market next to the mosque, Touba University, the Islamic Adding a small fleet of 3 buses supporting the operating one if needed and for main- school, the heliport near Mbacké, the old bus station of Touba, the bus station of tenance, we finally get a total fleet of 17 articulated buses. Mbacké and the mosque of Mbacké. The line 1 south will thus serve the existing We advise to choose a type of bus based on 3 French existing BHLS systems. railway station of Touba. Firstly, an articulated bus (18 m × 2.55 m) can be chosen - non-full capacity of trans- Line 2-north: it connects Darou Mousty and Touba. The principal stations served port provided. by this line are: the local market next to the mosque, the mosque, the French school, It will allow the authorities in charge to meet future needs (rise of the peak load) the Darou Mousty community, the Darou Mousty's new bus station, and will be the – by purchasing more buses and reduce headways if possible or purchasing other entry point for the maintenance site that will be located to the north of the city. buses with an increased single-bus capacity. Line 3-East: it connects Ndindy and Touba. The principal stations served by this line are: the local market next to the mosque, the mosque, the main cemetery of the city, and the community of Ndindy 1.5. BRT Operation Line 4-West: it will connect the future Touba airport and the center of Touba. The The operation of the new transport project has been done for the line 1-south. This principal stations served by this line are: the local market next to the mosque, the line has a length of 9.6 km and the commercial speed that will be used is 21 km/h. mosque, the future Ngabou road station, the Matlaboul Fawzaini hospital and the The turnover time is set to 3 minutes, so the total time of the mission in both ways is Dianatoul Mahwa police station. 60 minutes. All of the previous data allow us to plan the operation of BRTs, during the week: from Sunday to Thursday, for Friday, national holidays and for Saturday. A spe- cial planning of operation has been done for the religious celebration of Grand Magal 1.4. Rolling Stock and will be used during 3 consecutive days. Hereby, an example of a week day: We took several assumptions in order to find out which fleet suits more our BRT line number 1S. We have found out a peak load of 2554 pphpd (passengers per hour per direction) thanks to traffic expectations previously highlighted. Comparing different operating speeds from Africa to France thanks to a non-exhaustive database, we

52 53 BRT in Touba, Senegal BRT in Touba, Senegal

Number of Number of tripsfor the The first one will operate in cooperation with the government and the religious Time interval Block of BRTs in Total distance whole route during the authority of Touba. It will be in charge of the creation of road traffic regulations made (minutes) time operation done (km) block of time for the provision of satisfactory transport services and better compliance with safety per hour requirements of the lanes. 5h30-6h00 10 0h30 7 6 57.6 This entity will be supported by the CETUD (Executive council of urban transport 6h-8h30 4 min 30 2h30 14 65 624 of Dakar), which is the only organism in Senegal managing transport system. Every decision taken by the institutional entity will be transmitted to the technical entity. 8h30-16h30 7 8h 9 120 1152 The technical entity will be composed of: the operations director, maintenance 16h30-18h00 4 min 30 1h30 14 39 374.4 director, infrastructure director, financial director and traffic management director. 18h00-22h 10 4h 7 40 384 This entity will be in charge of guaranteeing the implementation of government policies, vehicles maintenance, planning of BRTs operations, pricing policies and TOTAL 16h30 270 2,592 road transport services.

1.6. Maintenance Religious The BRT new transport project will undergo a cycle of maintenance operations Government Institutional Authority planned throughout their life. The operations will be realized according to the kilome- (Senegal) Entity ters reached. Four levels of maintenance will be applied in the new transport system. (Touba) Level 4 Major regeneration operations

Periodic visits to important Level 3 maintenance actions : each 10 000 km or each 6 months. CETUD Technical Entity Level 2 Rapid verifications between two missions : detection of faults, measurements of indicators, control of the settings. Infrastruc- Traffic Operations Maintenance Financial ture management Director Director Director Level 1 Director Director Control of the BRT by the driver before departure Pricing

Grand Magal Nominal Operations Diagram 2: Levels of maintenance. Taxes 2. Public transport Authority For the implementation of the project, it is necessary to develop an organization that Drivers will be in charge of the management of the complete system. We propose two enti-

ties with different missions: an institutional entity and a technical entity. Diagram 3: Public transport authority organization

54 55 BRT in Touba, Senegal BRT in Touba, Senegal

3. Social and economic balance of the project 3.2. Social and economic calculation We made hypotheses regarding the demand per day, considering that the peak de- 3.1. Investment costs to develop the line 1 south mand is: The table below shows the main costs3: 2544 pphpd: demand per day = 3.65 × evening peak of demand = 41,020 people/day

The main operation cost for an articulated bus is €0.010 / p.km4 Unit of Quantity PU Cost Percentage The actual ticket price is €0.11, and our aim is to keep that price, because an increase of measurement its price may frighten people and prevent them from choosing to take buses, because Assistance project Unit 1 4 % of total €573,130 4% of a low income per person. cost The hypothesis is that the Organization Authority adds €1.09 per ticket. If so, we Rolling stock u 17 €250,000 €4,250,000 23% get a positive project balance, as followed: purchase Civil Engineering €7,203,200 40% Asphalt pavement m2 60,760 €80 €4,860,800 27% Rigid pavement m2 5,040 €110 €554,400 3% Station u 36 €25,000 €900,000 5% Giratory u 7 €100,000 €700,000 4% Crossroad signal u 20 €9,400 €188,000 1% Building €6,000,000 33% Park and u 1 €5,000,000 €5,000,000 28% maintenance site Control-command u 1 €500,000 €1,000,000 3% building Eletricity plant u 1 €500,000 €1,000,000 3% for low electric

current Diagram 4: Economic and social balance of the lane 1S during its life span (15 years) Global cost €18,112,000 3.3. Financial sources

This cost applied to the length of the line, delivers €2.5 M/km. Compared to the cost In order to realize the project, we will need financial sources. Organisms from deve- of living and the cost of development in Senegal, it seems a fair price. The main risks loped countries can participate. Thanks to the religious attractiveness of Touba, Islamic are the building cost (estimated without a reliable source) and the civil engineering cost Banks can find interesting to invest in this project, such as the Islamic Bank of Develop- (because we don’t know for sure the price of raw materials). ment, in .

3. Based on Certu, Transitec and Setec costs. 4. Transitec, Étude de déplacements et d’aménagement urbains de Touba, Transitec, 2008.

56 57 BRT in Touba, Senegal

4. The future of the project Even, if this transport project has not yet started, we wish to do consider the future of the project. From the current situation of the city, as well as its evolution in the last years, we can make some assumptions. With the implementation of the BRT transport network, Touba will have a better urban organization with a population density distri- buted more evenly, the dedicated lane transport will give access to new hubs, like Touba’s airport, new bus stations and the railway station. If the city keeps on growing, the transport system is flexible enough to adapt to new travel demand. By 2032 the rolling stock will be at the end of its life span and it will be necessary to ask whether a new concept of transport will be relevant. Today, Touba’s population is unfamiliar with the use of motorized public transport, but as soon as the BRTs starts, we expect a progressive increase in the demand is expected. In order to maintain comfort, reliability and attractiveness for passengers, a tramway solution may be more appropriate. The main advantage of the tram is that it is suitable for higher travel demand and higher daily traffic. Even if the investment is higher, the lifetime of this type of rolling stock is 30 years compared to the 15 years of the BRTs. The dedicated lanes will already be in place for the new tramway concept, so infrastructure costs will be lower compared to an initial solution. This solution would be even better if Touba takes advantage of its climatic condi- tions that are particularly advantageous in terms of sunny weather and flat landform, like focusing on renewable energies such as photovoltaic solar panels or wind power. The development of a strong electrical network is also necessary to implement a tramway, or to develop electrical BRTs networks.

Conclusion This project will bring many benefits to Touba. It will provide new economic opportuni- ties and encourage community growth and revitalization. It will reduce congestion and traffic jam in the principal axes of the city. It will enhance personal opportunities, giving faster options to get to work, to school, to the mosque, etc. However, in order to ensure the success of the project, there are some points that need to be taken into account. There has to be a strong institutional manage- ment to coordinate planning and regulation is critical. The life span of the rolling stock proposed is not very long, so new solutions have to be studied, like a tramway. Since the community has a high population growth, traffic management and travel demand have to be assessed again in order to see if the operations still remain valid. The BRT would be a major step in terms of progress and modernization of the city. But the key to the development of this project is the patience and the strategic choices made by the religious authorities of Touba.

58 A metrocable system in Antananarivo, Madagascar

Fabien CHANOIT Julien CONNAN Félix NGY Marie-Sandrine RAMIN José Antonio RAMON A metrocable system in Antananarivo A metrocable system in Antananarivo

Mots-clés the World Bank showed that extreme poverty was related to the lack of investment Étude de choix du système de transport, Métro-câble, Gestion des recettes et poli- combined with a slow economic growth and a lack of political management. tique tarifaire, Infrastructures, Antananarivo (Madagascar) Indeed, the political instability did not give much opportunity for the country to invest in order to boost the economy or to highlight the country’s natural resources. Keywords This lack of involvement did not give the population any means to contribute in any Alternative systems review, Metrocable, Revenue management and price policy, In- way through labor and by paying taxes. So public service cannot be developed and frastructures, Antananarivo (Madagascar) economic development cannot be achieved properly due to the rapid demographic growth. The World Bank wishes to help Madagascar come out of this vicious circle. To conclude these few words on Madagascar’s situation, from an environmental Introduction perspective, the soil is made of earth crust, indicating a steady and solid ground. The This study wishes to analyze the situation of Antananarivo in terms of transportation needs relief is composed of rolling hills with an altitude range between 1200m and 1400m. and to submit a proposal for a new means of transport for the population of the city. Although there has been a magnitude 5.9 earthquake on Richter scale in January 2017, It will assess the situation of Madagascar thanks to a socio-economic analysis and the majority of it was barely felt and was close to a magnitude 2 or 4 on the Richter highlight the needs of the local people that justify a transportation project. scale. We will then describe the final choice for the route and the selected system. The Even though the island located in the Indian Ocean is on the path of cyclones, last part of the analysis will go through the lifecycle cost for this type of project. Antananarivo suffers less damage than coastal towns, thanks to its geographical loca- tion in the center of the country. 1. Madagascar in a nutshell Antananarivo, the capital city of Madagascar, has a population estimated at 1.2 million 2. Existing transportation network and its management inhabitants in 2014 distributed among 6 districts. The country ranks among the poorest The analysis of the administrative entities in relation with the public transportation ones in the world with a GDP of $392 per inhabitant, mainly because of the constant shows the existence of many not quite official agencies. political instability since 1991. At the top, the state department of transport gives managing and regulation autho- Half of the population in Antananarivo is less than 15 years old. Moreover, the high rity to the “Agence des Transports Terrestres” (ATT). Meanwhile, the city of Antanana- level of rural exodus to the capital has been poorly controlled, leading to a chaotic rivo and its greater area has its own managing and regulation authority which leads its occupation of the territory. Throughout decades, urban development has become own development strategy. This entity is known as “la direction des transports de la uneven and uncontrolled. As a consequence, it has now an overcrowded territory and commune d’Antananarivo” (CUA). people live on unconstructible areas in slums around the city. On the other side, two cooperatives control urban transportation in Antananarivo: A few years ago, Madagascar was considered a country with a high economic • “les Coopératives de Taxis Be” owning some bus lines. They are considered development potential. Indeed, before one of the many political crises in 2009, a private and family type of business since presidents are nominated by their economic growth was reaching 5% annually, but since then, it hasn’t yet got back on predecessor without consultation; its feet. Apart from the slow economic growth, it must be noted that Antananarivo is • “l’Union des cooperatives des transports suburbains” (UCTS), gathering over the center of most of the country’s economic activities, especially in trade and the 50 independent cooperatives and controlling a total of 74 bus lines. tertiary sector. The city is also a place where most companies establish themselves. The World Bank, which has given its support to the country since 1963, has We can conclude from this organization that the cooperatives manage as they wish the granted in 2016 an access to the turnaround facility loan of the international Develop- routes and it is not rare to see a bus making a detour for the convenience of a family ment Association (IDA). It wishes to give the country a strong support for its economic member or a friend. This organization cannot be qualified as rigorous and the manage- growth through investments in some key sectors such as transport, infrastructures, ment does not fit with an urban context but more with a village. education and development of the rural regions. The last diagnosis performed by Thanks to a partnership between “la Région Ile-De-France” (France) and Antanana- rivo, the institution “Institut des métiers de la ville” (IMV) has been created in order

62 63 A metrocable system in Antananarivo A metrocable system in Antananarivo

to train people of Antananarivo to good habits about the management of a big city. • suburban transport: buses with routes between Antananarivo and the cities Among other activities, there is one concerning the transportation organization. It around it; gives this institution the ability to lead discussions and most of all to ease exchanges • regional transport: buses with routes between Antananarivo and cities in the between ATT and CUA entities. region of Antananarivo; The existing transportation network within the city is shared between buses and • rational transport: Transportation network between Antananarivo and the five taxis. A railway network exists and its infrastructure is used for Merchandise activities other regions of the country; managed by Madarail. Apart from those public transportations mentioned, personal vehicles are used to move around the city (owning a car is seen as a personal achie- • private transport: Buses that ensures particular missions such as school rides vement). Walking is also by far the first means of transportation as showed in the for children, companies staff transport. following figure. There are 1 790 Taxis Be, the size of a minivan that can carry 20 people although it is not unusual to see them with over 30 passengers. They are spread out on 82 lines with thousands of bus stops.

2.3. Personal vehicle In addition to buses, there is a significant circulation of private cars in the city. It is es- timated at around 7.5 % of the total of vehicles in Antananarivo, which is already over 110,000 cars. Since very few investments have been made on the road infrastructures over the last three decades, the congestion has become extremely unbearable for both cars and buses. As a conclusion to this insight on the transportation system network, we can say that infrastructures and the transportation network do not fit the commuters’ needs.

Diagram 1: Types of transportation in Antananarivo 3. The route and the transportation system: 2.1. Taxis network a four-step model Over 7700 taxis flood the streets of Antananarivo. The taxi license is delivered by the City Hall and represents half of the traffic of light vehicles. 3.1. Generation They are part of the chaos since they stop anywhere to pick up passengers or wait This step describes the hubs where traffic is significant. The analysis shows 4 areas for new ones. It is not uncommon to see a taxi stopping in the middle of the street to within the city where the transportation offer is not enough: do so. They are also the only means of transportation between Antananarivo airport • the university of Antananarivo with more than 20,500 people who need to and the city center which is around 12 km away. reach Ambohitsaina hill; • the city center of Antananarivo which is the focal point of many roads. It also 2.2. Bus network takes the whole traffic north-south or west-east. The district contains multiple hotels, embassies, administrative building and commercial activities; The bus network as mentioned previously is entirely managed by many small compa- nies. Therefore, we can find 5 types of transportation means: • “the road of the dam and the road of the hydrocarbons” in the west and the • taxi Be: Buses with routes within the Urban community of Antananarivo (CUA); north of the city are important industrial areas with over 30,000 jobs in diffe- rent areas of expertise. The roads are mainly blocked by merchandise traffic in addition to the daily commutes.

64 65 A metrocable system in Antananarivo A metrocable system in Antananarivo

3.2. Distribution • break of the congestion; The allocation of urban travel divided by reasons shows the two most important types • to relieve the city center. of flows: The route that got the best results is the one between Soarano Old Central Station and • home – work; the university. Especially because education is considered one of the top priorities and the other two alternative routes did not offer relevant benefits from an education point • home – school. of view. Moreover, 59% of movements are done within the six districts of Antananarivo and tra- vels are done from the peripheral districts to the city center. We will analyze these 4. The chosen route following routes in the four-step model: • route 1: Home – School; • route 2: Home – Work; • route 3: within the city center.

3.3. Transportation through a multi-criteria analysis (MCA) The next step is to determine a range of possible transportation systems. It is done fol- lowing the multi-criteria analysis method. The alternatives considered for the study are light rail (metro or tramway), Metrocable and BRT. All of them will be assessed following 3 types of criteria: quality, quantity and setup complexity. The conclusion of the analysis shows that a Metrocable system has the most posi- tive results compared to the other two systems. Indeed, the BRT and the light rail systems have each only two out of three types of criteria.

Light Rail Metrocable BRT Criteria/System Figure 1: The detailed chosen route: Soarano - University - Source : © les contributeurs d’OpenStreetMap, CC-BY-SA

Quantity 17 17 17 The final route for the Metrocable system is an opportunity to create several multimode Quality 30 37 19 hubs. It would merge buses network around the metrocable route especially the ones Setup complexity 6 33 35 towards university. The concerned buses would be the 119, 128A/B, 160/166, 187A/B: they all have Table 1: Simplified table result for the MCA a different starting point but a common route to the university at Charles De Gaulle Avenue. 3.4. Choice of a route using a multi-criteria analysis The route is derived from the distribution step and has to be consistent with the choice 5. The chosen system of the transportation system. The criteria taken into account were approved by our contact at the IMV, which gives high credibility to our analysis. It has been decided that 5.1. Principle the most important are: The chosen system is a gondola lift system which would, as stated previously, meet • education; the requirements of the selected route. In a more precise approach, next step is to choose a type of metrocable to install for the project. To do so, the requiring capacity

66 67 A metrocable system in Antananarivo A metrocable system in Antananarivo

has been calculated: the system must give quality service for 3,477 People per Hour 5.2. Infrastructures per Direction (PPHPD). A benchmarking among the existing gondola lift systems in the world shows that the one used in Medellin (Columbia) is the closest one that we can use as reference for our project. The system will be featured with a single cable and a continuous move of a steal haul rope which slows down at each station arrival. The single cable will ensure both functions for haulage and support. Moreover, the grip holding the aerial lift will be detachable, in order to use the slow down motion function for station arrival. Now, it is also required to provide the size of the interval between two cable cars according to estimated PPHPD. Numeric application gave an interval of 15 s between 2 vehicles. This number will be used to determine the number of lift needed for the operation. The main operation functions that would be used for the project are the following: • “classical mode” where the roundtrip are decided in advance, according to a Diagram 3: Overall equipment diagram timetable; • “rush hour” mode where the system will be usually used at its maximum ca- pacity following the interval; • “off Peak hour” mode where the system will allow two types of operating mo- des: ȈȈ departure-on-demand by the customer who can wait for the next de- parture or request an immediate departure; ȈȈ departure on order from the Operating Control Center (OCC) where the departure is given by the operator thanks to a remote command from his workstation. The following diagram shows the principle of the chosen gondola lift system. We can find in the upstream terminal station the device that will ensure the cable tension. On Diagram 4: Overall infrastructure diagram the other side, in the downstream terminal station, there are motors that will ensure the cable movement. 5.2.1. Tower Depending on the altitude difference, there are 3 types of tower: • support tower which is used mainly to maintain the longitudinal profile; • compression tower which is used to allow a breakage to reduce the altitude on the longitudinal profile; • support-Compression tower is a tower that has both functions.

The diameter of tower base is around 1 m and it cannot be higher than 40 m. Moreover, a tower is needed every 100 to 300 meters. For the study and the calculation of the project cost, the worst case will be taken into account. Diagram 2: Gondola lift system with single rope and a detachable grip In our case, the project will need for every 100 m a tower implantation:

68 69 A metrocable system in Antananarivo A metrocable system in Antananarivo

• 10 towers between stations Soarano and Ambohijatovo Garden (about1 km The average (theoretical) consumption for a single-rope metrocable with a low long interstation); drop along the line is estimated at 1,200 kWh for a 19-hour operation per day and an • 15 towers between stations Ambohijatovo Garden and Charles de Gaulle average speed of 5 m / s. The estimated need in terms of electricity load would be (about1.5 km long interstation); 204 MW per year. • 15 towers between stations Charles de Gaulle and Université (about 1.5 km long interstation). 5.2.5. Initial investment for the construction of the Antananarivo Metrocable

Cost Breakdown in euros (excluding taxes)

5.2.2. Stations Type Equipment Price per equipment Total price Each station is a group of building and structures including technical equipment and Stations Haul station €2.5 to €3M €3 M areas for boarding and alighting. Depending on the architecture chosen and the re- quired organization, there could be a customer reception zone with or without a shelter. Intermediate station €2 M to €2.5 M 2.5 × 2 = €5 M Depending on the type of station, the required dimension for the each would be: Support station €1 M €1 M • for terminal stations: 25 to 30 m long and 10 m wide; Cables Cable haul / support €50 M per meter 12 km × 50 = €0.6 M • for intermediate stations: 50-60 m long and 10 m wide. Lifts Lift 8-15 persons €30 k 158 × 30 = €4.74 M Tower Tower for single- €100 k 40 × 100 = €4 M 5.2.3. Aerial lift cable system The single cable metrocable type maximum speed has been set at 21 kph according System Control-Command, €1.5 k €1.5 M to benchmarks. However, the commercial speed observed on other projects is 18 kph CCTV, PA/PIS, ticke- with a capacity of 15 s. ting system Those inputs allow us to determine the duration of a roundtrip, by assuming a Miscellaneous UPS, Miscellaneous €300 k €0.3 M 1.5 min transition at station. We get these numbers: equipment equipment • time between Soarano and Ambohijatovo Garden: 3 min 20 s; SUB-TOTAL €20.14 M • time between Ambohijatovo Garden andCharles de Gaulle and between Charles de Gaulle and University: 5 min; Fees (10 % of sub-total) €2,014 M • transition duration at station: 1 min 30 s which is 9 min in total (2 stops at termi- TOTAL €22,154 M nal station and 4 stops at intermediate station); Table 2: Cost Breakdown for metrocable construction - Source: CETE de Lyon ȈȈ total duration for a trip: 19 min 20 s; ȈȈ total duration for a roundtrip: 38 min 40 s; 5.2.6. Operation and maintenance The required fleet would be 143 aerial lifts for the operation. A 10% extra has to be The system will work for 17 hours a day during 358 days. It would require 2 types of added to take into account maintenance needs. Therefore the total required fleet staff, a technical team to manage maintenance of the system and an operating team to would be 158 lifts. manage operation on the line. Concerning maintenance, we planned a daily visual control of all technical equip- ment, completed by an annual inspection lasting 7 days straight. The estimation of 5.2.4. Power supply time spent on the daily inspection would be 2,500 hours. Power supply consumption need has been provided through data from Medellin Me- trocable system.

70 71 A metrocable system in Antananarivo A metrocable system in Antananarivo

In addition, the system will have to go through 2 other types of inspection: • maintenance costs for equipment repair or replacement. • multi-year inspection program depending on the operator (usually < 10th year It has been determined the following costs per year: of functioning); • important inspections program, recommended after 10 years of functioning. System lifecycle cost breakdown Staff €134,220 / yr 6. Project lifecycle cost Electricity €209,111 / yr Maintenance spares & repair €90,000 / yr 6.1. Travel general cost TOTAL €433,331 / yr Travel general cost is defined as ticket price and costs related to time spent travelling. Table 3: System Lifecycle cost breakdown synthesis Then social value of time is needed to be able to calculate the cost of transportation time. To estimate social time value in Antananarivo, we based our calculations on “The 6.3. System lifecycle revenue value of travel time saving”, a research report made for the Department of Transport in The main income of the system is from the tickets which are divided as follow: Policy Journals. This report proposes to distinguish values for travel during leisure time • single Ticket; from the value related to professional trips. Working time value depends on the type • monthly pass of jobs, and wages. Our study will use average wages and propose a hypothesis on the relation The estimated income from the tickets with several traffics scenario would be between job qualification and the level of population education. The value we got for €1,117,246. working time value is €0.8/ h. In order to figure out leisure time value, we estimated that an adult with an average job considers the value of its leisure time as half the value of its time travelling due to professional reasons. Although unemployed and 6.4. Net Present Value retired people will consider it even lower, we took average working people as refe- First, we will talk about earnings from travel time saving. Modal shift from walking to rence. So leisure time value used for our project is €0.4/ h. metrocable is negligible, whereas modal shit from buses and private vehicles to me- When we look at reasons causing people to travel, we realize that only 0.17 % of trocable would be equivalent to 50 % (1 out of 2 commuters would choose the new total movements are made for professional reasons. We can conclude that social time system) value should be the same as leisure time value: €0.4/ h. As it was explained in section 5.1 above, travel general costs for metrocable is The last step is to calculate travel general cost. We made several hypotheses significantly less expensive than those for buses or private vehicles. Therefore the esti- regarding ticket price, speed and average time spent waiting and travelling using mated earnings from travel time saving correspond to €1.45 M. every transportation alternative available in Antananarivo at morning peak hour for the For this study, the estimation for the external help has not been considered from itinerary between the town center and the university. We deduced that metrocable is the equation since we are going to assess cost effectiveness of the project with an the less expensive from a social point of view compared to Taxi-Be buses (about 40 % unfavorable scenario. Besides, there would be a huge uncertainty estimating factors

less) and private vehicles (about 60 % less). such as the cost of unknown figures about CO2 and different kinds of pollution in Madagascar. 6.2. System lifecycle cost We could have taken the given values used in France (see Quinet report) but it The considered costs for the system are the ones related to: would not have been significant for our study considering the gap between both • staff for the operation and maintenance of the system; countries in regards to quality of life and how it is valued. Concerning public finance, when we subtract operational and maintenance costs from income due we get from • electricity consumption; tickets, we get: €0.85 M.

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Finally, if we assume that the residual value of the investment is €4.5 M (investment cost after it has paid off),the Net Present Value is estimated at €0.6 M. It means that even in a really unfavorable scenario, the project would be cost-efficient. Our calculations show that the internal profitability rate is equal to 5 % which is over the discount rate of 4.5 %. It means that, from a socio-economic standpoint, the metro- cable project would have a positive outcome.

6.5. Project funding One of the major concerns is to find an entity that would take in charge the manage- ment of such a construction. From our perspective, the CUA helped by the IMV seem to be the best partnership to accomplish this mission. But Madagascar government must show that it will back up every decision. To do so, it must show that it really intends to launch the project by using part of the funds from the IDA. The project can also turn to other funding partner from all around the world such as the Japanese fund, the Arab bank or the African bank. It can also involve interna- tional associations such as the French development agency in addition to the IDA.

7. Key to success The study shows many positive outcomes to ease the transportation for people of An- tananarivo and to put Madagascar in such a project. The metrocable system would significantly decrease travel time for students all around Antananarivo, improve the consistency of the existing bus routes, and therefore limit pollution by limiting conges- tion. However, the key to success for this project is to properly define a public transport authority to manage the construction and then to supervise the transport operator. It must ensure the consistency of the transportation plan between the gondola lift and the buses. Even if the decision granting people access to more mobility is not profi- table, this public service must have a strong political wish to serve the population. In the end, this new system must be the first step of the revival of the capital city of Madagascar, the main target of this study being students and therefore this country’s future.

74 Creation of a regional and urban railway network system in Mauritius

Laurence BRION Pauline GAUTIER Gweltas GUIBE Henri MAOKHAMPIO Stéphane OUAKAM Creation of a railway network system in Mauritius Island Creation of a railway network system in Mauritius Island

Mots-clés Secondly, we will reflect on the stakes to be met by the means of transport in situ Étude de choix du système de transport, Monorail, Bilans socio-économiques, as well as the constraints and risks related to it, in order to understand the reasons for Infrastructures, Île Maurice. choosing the appropriate transport system. A technical proposal of the chosen transport system is then proposed. It includes Keywords the constituent parts of the track, power supply, rolling stock, system design, layout, Alternative systems review, Monorail, Social and economic statements, Infrastructures, operation and maintenance. Mauritius Island Finally, the conditions for the actual implementation of the project is specified, particularly in terms of organization (role of the different participants, project planning, implementation planning) and financial planning. Introduction The Republic of Mauritius is a middle-income country with an open and diversified economy. Despite its size, limited natural resources and its geographical isolation, it is 1. Current state of Mauritius fully integrated in the global economy. It is characterized in particular by a high den- sity population (628 inhabitants per km²) with 1.262 million inhabitants for an area of 1.1. Demographics 2,040 km². The population of Mauritius is distributed unevenly in the territory: a dense axis The government has announced an ambitious program in order to access to an emerges in the northwest of the island, along which the future Metro-Express would emerging country status by 2025, through sustainable and fairly distributed growth. be built. According to the Demographic Report, made in 2015 by the National Institute For that purpose, the country has launched the national program called " Vision of Statistics of Mauritius, the population of the island has already reached its peak at 2030 ", which provides the conditions for the completion of this transition. The support 1.26 million residents. The projections over 20 years are rather stable (1.16 million in of the main financiers of the country's modernization programs (the African Deve- 2035). lopment Bank [ADB], the French Development Agency [AFD]) is consistent with this internal dynamic. In order to achieve this, there has to be solutions to resolve the absence of modern 1.2. The economic activity infrastructure and sized to the country's growing needs for transport. Indeed, the Since the beginning of the decade, Mauritius has experienced quite a low growth private sector in Mauritius considers " inadequate infrastructure ", especially in the due to a problematic international environment and decrease in local trades (sugar, transport field, to be the third most important obstacle to business in the country. textile, tourism). The development of quality public transport solutions is at the heart of the current Agricultural and industrial shares are shrinking and one of the main areas of deve- reforms undertaken by the government. A road decongestion plan has been initiated lopment for the country is to refocus on the tertiary sector with banks, new technolo- as early as 2014 and the construction of transport infrastructures to provide mass gies and services, which already employ over 63% of the active population. However, transit function is on the way: the construction of a light metro project called " Metro the country offers investors a stable political and economic environment, a strong judi- Express " Should start by the 10th March 2017. cial system, a stable financial sector and a skilled and dynamic workforce. It is in that context that it has been proposed to identify what type of railway and urban network could be the most relevant to fulfill its inhabitants’ needs, while achie- ving the country’s prospects. 1.3. Geography - Environment Firstly, this study will assess the state of the country in its current context, both in The island is made of diverse geographical components: the mountain " Le Pouce " terms of its demography and evolution, as well as its economic, political and institu- the mountain range " Long Mountain " as well as plateau. The island is the target of tional situation. In order to complement the general contextual analysis, the existing tropical meteorological phenomena such as torrential rain (more than 100 mm of rain modes of transport as well as the population flows will be examined. in 12 hours) and cyclones (winds of ≥ 120 km/h). These phenomena impose certain restrictions in terms of civil engineering and the application of specific operating rules.

78 79 Creation of a railway network system in Mauritius Island Creation of a railway network system in Mauritius Island

In terms of geology, topology and seismic activity, Mauritius is located in the Mascarene archipelago, which includes La Réunion and Rodrigues. It is the result of submarine volcanic eruptions that occurred some eight million years ago. However, no volcanic activity has been recorded for more than 100 000 years. The island is surrounded by mountain ranges, whose height varies from 300 meters to 800 meters above sea level. The terrain rises from the coastal plains to a central plateau that reaches a height of 670 meters. The highest peak, Piton de la Petite Rivière Noire at 828 meters, is located in the south-west. Streams and rivers dot the island; many of which were created by the flow of lava. There are also environmental concerns. Within the Mascareignes ecoregion, several species of fauna and flora, some of which are endemic to Mauritius, are threatened and listed in the IUCN and WWF Red List. The island is increasingly considering its ecological heritage because it is an asset for foreign tourism. It is progressively strengthening its regulations on land use and wetlands. An ecological study will be necessary to ensure compliance with the various regulations and to minimize or even offset the ecological impact of the project both during the work phase and after exploitation.

1.4. Transportation offer

The main means of transport are road transports (buses and passenger cars) In Mau- ritius, the road transport field is primarily responsible for greenhouse gas (GHG) emis- sions. It is a major threat to the natural environment, which is of exceptional quality and must be protected. Two freeways run along the island: one crosses the island diagonally, from the airport in the south-east, crossing the center of the island and the capital (Port Louis) to reach the north at Grand Baie. The other, finished in 2013, makes it possible to circu- mvent the traffic congestion of the capital. It crosses Ebène, Terre Rouge, Pample- mousse and finally reaches the first freeway leading to the north. The bus network in Mauritius seems rather efficient, making sure to serve the terri- tories from the capital, Port Louis. However, the fleet is aging: buses are uncomfor- table and most are not air-conditioned. There is growing traffic congestion, together with an increase in ownership of private vehicles: between December 2014 and December 2015, a net increase of 21 092 vehicles (4.5 %) was registered by the National Transport Authority. The satu- ration of road transport networks and traffic accidents cost the economy almost 1.2 % and 1.6 % of GDP respectively. The Mauritian government in place after the December 2014 elections launched a road decongestion program for nearly 13 billion rupees. There is an informal maritime cabotage network, but it is very difficult to estimate this traffic and the potential market share to be targeted. This share will therefore be

Figure 1: Map of Mauritius Island - Source: Eric Gaba, CC BY. 80 81 Creation of a railway network system in Mauritius Island Creation of a railway network system in Mauritius Island

ignored in this study to avoid any approximation. In addition, the island is served by the The main objectives of a new transportation solution are: Sir Seewoosagur-Ramgoolam International Airport, located in Plaine Magnien in the • to reduce traffic congestion by providing a rapid and inexpensive alternative; Southeast of the island, hub of the national airline Air Mauritius. There is no internal air • to improve quality of life by reducing traffic noise, pollution and accidents; transport to the island. • to boost the economy. Finally, a light metro project called " Metro Express " was the subject of a feasibi- lity study in 2012-2013 by the Singapore Cooperation Enterprise (SCE). Construction is scheduled to begin on March 10th 2017 for commissioning in 2021. 2.2. Solution The project in a few figures: Several solutions have been studied: BRT (Bus Rapid Transit), Tramway, Light Rail Tran- • connecting Curepipe to Port-Louis (26 km) in 32 min of travel time; sit (both underground and elevated), Monorail and Mass Rail Transit. • 20 stations and 5 urban transport terminals; • Bus Rapid Transit (BRT) or Tramway would not meet the demand and probably cause more congestion as it would reduce the roads’ capacity and take prio- • 25 to 28 daily trips; rity at crossroads. • cost: " economically, financially and technically viable project " for 24.8 billion • Mass Rail Transit is obviously over dimensioned for the needs of the island. Rupees; • Underground Light Rail Transit has an elevated cost and the high risk of major • operating Cost: 820 million Rupees, inundation cannot be balanced by the advantages of underground infrastruc- • traffic: 163 800 passengers per day for in 2018 - 178 200 passengers per day ture (mostly its invisibility and the reduced need of expropriation). in 2038. • Monorail and elevated LRT are quite similar and seem to be the best solutions in terms of price, capacity and city integration. In that way, Monorail infrastruc- ture is less massive and less expensive so we recommend this option. 1.5. Political context Mauritius' good performance in terms of good governance and political stability has given it a head start over other African countries. Since independence in 1968, elections 2.3. Service description held in the country have been free and fair. Non-bipartisan, political life is characterized A layout plan has been determined by placing stations in high density areas and ac- by alliances between different political parties, which have an impact on the sustai- tivities areas in a way that infrastructure construction is compatible with existing city nability of programs and hence on the coherence of the implementation of national layout. projects. Using population, labor and transportation statistics from Mauritius1, the traffic The objective of the Mauritian government's program, presented by its Prime Minister was evaluated to 6 000 pphpd during pick hours. As the demographic and economic on 22 August in his " Vision 2030 ", aims to further develop the country's infrastructure, in growths are low, the line capacity will be of 6 600 pphpd to anticipate a moderate particular transport, in order to improve the delivery of public services and the compe- increase of demand. A further increase would be possible by improving frequency titiveness of the economy so as to attract private sector investment pushing Mauritius thus investing in new rolling stock. from the status of middle-income countries to that of a developed country. As demand is lower on the northern part of the island (from Le Hochet to Grand Baie), this section will be built during a second phase, after the commissioning of Curepipe - Le Hochet section. 2. Monorail system: an adequate solution for Mauritius When fully operational, the monorail will automatically run with 2 services, one from Curepipe to Le Hochet and one from Curepipe to Grand Baie. The safety of 2.1. Expectations There are major transportation issues in Mauritius during commuting hours when thou- sands of vehicles are driven between Port-Louis and Curepipe (and in less significative 1. All statistical data is available from the website of Statistics Mauritius department of Mauritian government. Republic of Mauritius. Statistics Mauritius - Home [en ligne]. Disponible sur http://statsmauritius.govmu.org/English/Pages/ number from Grand Baie to Port-Louis). default.aspx (consulté le 16 février 2018).

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passengers will be ensured by an onboard attendant, who will oversee the trip and be in charge of evacuation if needed. Curepipe – Le Hochet Le Hochet – Grand Baie

Line length 28 km 13 km Number of stations 16 3 Capacity 6 600 pphpd 3 300 pphpd Frequency 3 min 6 min Infrastructure and rolling stock cost 36 GRs 14 GRs Operational cost 637 MRs 957 MRs Ticket price 30 Rs Maintenance 30 000 m² depot between Le Hochet and Tombeau River

2.5. Stations The organisation in station must be done in such a way that the security and the comfort of passengers are guaranteed: provide handicapped access, safety exits and sufficient passage for the flow of travelers in and outside the stations. The configuration of the bays on this project is two parallels platforms. This allows to maintain the ease in orientation (direction) as well as a better handling of the crowd.

2.6. Evacuation Evacuation will be done by transferring passengers to another vehicle whenever pos- sible. When the viaduct is accessible by road, an alternate way will be road evacuation. A walkway will be built to reach those areas when no roads are available nearby (on bridges for example).

2.7. Impacts The traffic in peak hours in Port Louis could be reduced by 30 % by the monorail line. Viability of the line will be ensured by ticketing, advertising spaces and resale of power Figure 2: The line on the map - Source: Eric Gaba, CCY BY. generated by photovoltaic surfaces.

2.4. Line characteristics

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3 Feasibility study The construction challenges are: • use of efficient construction methods while maintaining the quality standards; 3.1. Civil Engineering Works • planning and organizing all the construction site to respect delays and the For this system, the choice of beams used has been the " straddle-beam large " type. continuity of traffic flow; This choice has been done from the standards recognised by experts worldwide. Spe- cification applicable to this project: • construction and organization of plants to manufacture prestressed concrete beams;

Items Specifications • implementation of management plans for road traffic accommodation; Monorail Type Straddle-beam • moving of underground services or implementation of design changes; Train width 3 m 30 • maintaining safety condition both on site and off site during the construction Minimum turning radius Main lines R= 60 mStation R= 0 mDepot R= phase. 50 m 30 m Minimum distance between two consecutive Main lines 60 ‰Stations 0 ‰ 3.2. Rolling stock curves maximum gradient The rolling stock will consist in 39 m long trains for 330 passengers. They will be straddle Vertical alignment Radius minimum 1000 m type monorails, fully automated, with rubber tyred bogies. The maximum speed ex- Axial distance 3.7 m minimum pected is 80 km/h with acceleration and deceleration of 1.1 m/s² and a 550 kW energy requirement. Bay length 70 m Considering two services: Curepipe-Le Hochet (28 km) every 3 min and one train Axle load 11 tons. Maximum load on a beam 66 tons out of two will continue to Grand Baie (total: 41 km). The number of trainsets in line is Beam weight 55 tons for 22 m long beam 31, so the total need including maintenance and back-up is 36 trainsets. Switches Flexible switches up to 5 ways

Pier/column single and double piers Figure 3: Monorail Bombardier in Sao Paolo. Source: Governo de São Paulo – Guilherme Lara Campos / A2 Fotografia, licence CC BY; The reinforced concrete beam chosen as a standard in the project is the PC-Girder with a length of 22 m. The steel beam will be used when longer span is needed to cross obstacles such as roads or natural formation. The length will vary between 22 m and 60 m. Furthermore, in the case of a span even wider, a monorail bridge that will be able to carry the system will be built. The types of structures that can be used for column/pier on the monorail are single and double column/pier. The height of the piers must be able to provide safe passage for road vehicles underneath, with a minimum height of 5 m and the appro- priate width. Two types of foundations have been considered: two to four piles with small diameter cast on site with pile caps; one pile with big diameter and no pile cap.

86 Creation of a railway network system in Mauritius Island Creation of a railway network system in Mauritius Island

3.3. Power supply Years Activities A report from Statistics Mauritius in 2015 about the energy indicated that the power 1 2 3 4 5 6 7 8 supply generated is about 714 MW in the country with a maximum peak demand of Project studies (All phases) 460 MW (+3 % compared to 2014). The power supply energy comes mainly from fossil (oil, coal) as well as 17 % produced from sugarcane and 5 % of renewable energy. Financing searches (phase 1) With a fleet of 36 trains of 550 kW in use, without tractioning all at once, the power Preliminary design and tendering supply needed will be of 9 MW in peak hours of consumption. Considering the length process (phase 1) of line and the meshing of the electrification network, it will be advantageous to define Awards and negotiations (phase 1) from the first phase a supply of 1500 Vdc which is a standard in the railway system. The number of sub-station will be less than with a 750 Vdc supply solution thus reducing Detailed Design (phase 1) the losses. It has been planned to install 6 substations of 3 MW that will be installed in Construction (phase 1) the stations and the depot. Commissioning (phase 1) To guarantee flexibility in operation and maintenance, the system will require a separate supply for the main lines in order to guarantee the constant power supply needed. The supply will be done from 2 catenaries (feeder and return) fixed on both side of the bearing beam. 4. Implementation In order to reduce the effect of the project on the environmental and to lessen the power supply demand, it has been planned to install solar panels on the shade struc- 4.1. Possible Funding Agreements ture of stations and depot. In addition to its funding capabilities, the government could request: Solar panels have a good output on energy considering the climate in Mauritius • the contribution of a line of credit from India, a privileged historical economic island. On a good sunny day, the panels can generate 4450 Wh/m².d. With a minimum partner of Mauritius; daylight duration of 7 hours on the island with an efficiency of 0.18 for the known • financial assistance from foreign institutions such as the EIB or the IBRD; production of a solar panel, it with would be possible to have a steady production of 801 Wh of electricity per square meter installed per day. Per station, the output can be • on the local level, assistance from commercial banks, if it succeeds in convin- estimated at 340 kWh per day for a 40 x 15 m (424 m²) installed. cing them of the financial viability of the project; The whole solar panels could supply all fixed installations (stations, depot) and • the introduction of a tax on oil products. The current taxation is not excessive an average of 9 % of the energy required for traction of trains, considering typical but the import costs increase the prices too much compared to the purcha- characteristics of the rolling stock (acceleration, regenerative braking …) that lead to a sing power of the Mauritians. A little more than 10 % of the price per litre is consumption of 4 kWh/km. already used for the development of Mauritius and the decongestion of roads. A slight increase could even be considered if an exemption is made in favour 3.4. Schedule of Implementation of public transport; • the use of urban tolls and / or the generalization of paying car parks, but the The project will be executed in two phases: cost of setting up can be quite high; Phase 1: construction of the section between Le Hochet and Curepipe. Phase 2: the extension from Grand Baie to Le Hochet • financing projects through public-private partnerships (PPP), as it is strongly supported by international institutions. Among the advantages of this solution: rapid completion, limited investment budgets and financing mainly by banks with limited recourse to shareholders and industrials;

88 89 Creation of a railway network system in Mauritius Island Creation of a railway network system in Mauritius Island

4.2. Project management and governance 4.3. Identification and appropriation of the legal control Given their complexity, PPPs require a clear legal and institutional setting and accessi- The project team will have to prepare the conditions for the assessment and award of bility to regulation for ensuring legal and judicial security for investors. the public-private partnership contract, together with the services of the Ministry of A project team will be set up within the Ministry of Public Infrastructure, the “Mono- Finance and Economic Development. rail Project Management 2025”, composed of international experts, contractors and Training to strengthen the skills of officials in the Ministry of Finance could be local experts in all areas necessary to carry out the project and in particular in a legal, useful. Since the beginning of 2012, nearly 300 executives throughout the African financial and technical sense. It will manage and coordinate the entire project until it is continent have been trained through the " PPP Course " set up by the African Legal commissioned, with the assistance of project management (AMO). Support Facility, AFD (through its corporate university, CEFEB) and Expertise France. In particular, the Monorail 2025 Project Management will work with: Moreover, due to the absence of a local company capable of doing it, the contract • beforehand, with the services of the Ministry of Finance and Economic Deve- could also provide for the operation for a period of 5 years at the end of which a call lopment for the preparation of the public-private partnership contract; for tender would be reissued by the newly created Transport Organizing Authority (see • the Environmental Assessment Division of the Ministry of the Environment and below). Sustainable Development to assess the environmental impacts of the project beforehand and ensure the implementation of measures to reduce the nega- 4.4. Organizing authority tive environmental impacts of the project; The National Transport Authority (NTA), attached to the Ministry of Public Infrastructure • in the works phase, the technical services of the Ministry of Public Infrastruc- and Land Transport, has as its main responsibility: motor vehicle registration and licen- ture and Land Transport; sing, regulation and control of road transport. Its current missions include: • during the operation, the National Transport Authority (NTA), which is part of Provide the strategic framework for the delivery of transit services and plan for the the Land Transport Division and which could eventually become the country's future needs of the country. Transport Authority. Regulate and control the movement of goods and passengers to ensure that the public is provided with adequate, safe, affordable and reliable transportation services. The Monorail Project Management 2025 will define and coordinate with the help from Review legislation, streamline procedures and undertake capacity building to its AMO and the expertise of international sponsors: improve efficiency and service delivery to our clients. • the economic, legal and technical conditions of the project through the draf- The NTA could gradually recruit additional FTEs and through training, develop a ting of the PPP contract; genuine role as Transport Organizing Authority. The objective would be to extend its current skills, limited to the road field, to • the smooth running of the tender process and the competitive dialogue with entrust them with the management of transport services throughout Mauritius so as the candidates; to ensure the consistency in the structuring of the road network and transport within • trade policy; the territory. • the construction of the viaduct adapted to the monorail system; To this end, the financing of a partnership with an existing AOT (STIF, SYTRAL) via FEXTE (Fonds d'Expertise Technique et d'Exchanges d'Experiences), an AFD tool, is • the acquisition of the trainsets from the selected builder; recommended. • the construction of a depot and maintenance workshop near Le Hochet for the maintenance of trains; • the construction of stations; Conclusion The analysis carried out during this study leads to the consideration of the automated • commissioning; monorail solution as a technically feasible system adapted to the needs of the Mauri- • the support on the exploitation part for a period of four months after the tian population. commissioning.

90 91 Creation of a railway network system in Mauritius Island

However, since it is an atypical transport solution, the country, which is not currently equipped with a rail network, may not agree to the implementation of an undeveloped system throughout the world. The automation of the system can also be questioned on the social level. It appears as a factor for less job creation. However, its integration at the start of the project could start early the reflection upon it, even before the realization of the project, avoiding the risk of a later social conflict. The implementation of a consultation procedure beforehand, carried out by the Monorail 2025 project management, around associations of local residents and elected representatives concerned by its layout, would offer the opportunity for an important public debate in order to understand the expectations of future users of the latter and to ease its acceptance. One of the essential conditions for the project's success is the clarification of its governance and the allocation of sufficient human and technical resources to carry out all the tasks assigned to the client. Training and partnership arrangements with international experts or organisations with experience in PPP contracts, project management and construction of transport systems will be essential. Finally, the realization of this project will be correlated with its capacity to federate all the political parties and not to make it an issue for partisan struggle. Indeed, through alliances, the development of projects in the country are made and dismantled at high rate, just like this project of collective transport whose first reflections go back to more than twenty years. Nevertheless, the construction of this system with futuristic aesthetics would be a real opportunity to develop a transport infrastructure essential to the country and attract foreign investors as well as make the country rise to the emerging country status. It is, therefore, coherent with the " Vision 2030 " roadmap implemented by the Government of Mauritius. It also gives an answer to the proven need to reduce road traffic congestion: localised along the Port-Louis-Curepipe axis, it causes increasing traffic problems and the government must find a lasting solution. Due to its innovative technology, particularly its low energy consumption and its silence, the monorail solution finally presents the notable advantages of a sustai- nable system.

92 94 La promotion 2016-2017 The students ALSTOM Roulant Ingénieur Essai Matériel GUIBE Gweltas STRMTG IngénieurSécurité Junior GAILLARD Perceval SNCF Réseau Ingénieurétudes Junior CHAKIR Amine ALSTOM Ingénieur d’études électronique Maria-Patricia BARREZUETA SNCF Réseau Junior Planification Ingénieur d’études AKLIKIM Zineb

RATP Métro d’Alger Superviseur PCC HAMDOUS Cherifa Ile deFrance Mobilités Ferroviaire Chargé d’études Offre GAUTIER Pauline SNCF Mobilités Matériel Roulant Ingénieur Méthode CHANOIT Fabien DRIEA Chargé d’études Fret BERGER Kévin SNCF Réseau Ingénieur Télécom AYTEN Ramazan

SNCB Logistics Chargé d’études Fret BAH Ibrahima CERTIFER Ingénieur d’Affaires KHALIL Kinda RATP Signalisation Responsable d’études GIRARD Laure SNCF Réseau Signalisation Ingénieur Maintenance CONNAN Julien SIEMENS Métro Ingénieur Systèmes BRION Laurence

SNCF Mobilités Ingénieur Matériel Roulant Christ-Olivier TUSSEVO ALSTOM CaténaireIngénieur Junior ROUSSEAU Quentin ETF Infrastructure ferroviaire Conducteur detravaux OUAKAM Stéphane SNCF Réseau Ingénieur Géotechnique LUCAS Fatima

STRAIL commercial Ferroviaire Responsable Technico- VAUTHERIN Florent STEF Ferroviaire d’étudesChargé Junior SCHRAUB Aurélie SNCF Mobilités Chargé d’études junior Marie-Sandrine RAMIN ANSALDO STS Ingénieur RAM MAIORANO Cristian

ALSTOM Matériel Roulant Ingénieur Alimentation SCOTTINI Jonathan ALSTOM Madrid Ingénieur signalisation Tramway José Antonio RAMON-NOBLES EGIS Aménagement Junior Chargé d’études MAOKHAMPIO Henri

SNCF Réseau Génie électrique Ingénieur Junior Clément TSCHIEMBER SNCF Mobilités Matériel Roulant Ingénieur Maintenance ROMANO Patrick ANSALDO STS Métro CBTC Ingénieur systèmes NGY Félix

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La Source, diffuseur de savoirs 97 La Source, the École des Ponts ParisTech library ------a été réalisé par la Direction de la documentation de l'École l'École de documentation la de Direction la par réalisé été a The Documentation Department provides students with a 800 m² space, space, 800 m² a with students provides Department Documentation The 15,000 books and scientific journals are available on shelves,comple Real tool for teaching and learning, La Source gives access to a large La Direction de la documentation met à disposition des étudiants un un étudiants à disposition des met de la documentation La Direction 15 000 ouvrages et revues de sont référence proposés en rayon et La l'apprentissage, de et l'enseignement de service au outil Véritable Yearbook travailler en groupe, partager des idées, des expériences et des savoirs. et des idées, des expériences partager en groupe, travailler was made This Yearbook by the Documentation Department of the École Manderscheid, with Françoise collaboration close in ParisTech, Ponts des system”. transport Railway and “Urban Master Advanced the of headmaster This editorial activity is a way of fulfilling the school's missionto conserve knowledge. and disseminate for equipped rooms project 6 and rooms reading 2 has It Source. La called videoconference). screen, touch whiteboard, connected (digital work group ted by a rich documentary heritage of 200,000 documents available specia and journals scientific ebooks, on resources: online as well as request, lized databases. Students benefit from training sessions and personalized with resources. support informa for look and oneself educate to place the is It information. of range and knowledge. ideas, experiences share in groups, work tion, but also to Ce res Manderscheid, Françoise avec en collaboration ParisTech des Ponts et Urbains ». Ce Ferroviaires ponsable du Transports MS de « Systèmes de conservation des missions dans la continuité s’inscrit d’édition travail l’École. de diffusion des savoirs de et espace de 800 m², dénommé La Source, comptant 2 salles de lecture et 6 espaces projets équipés pour le travail en groupe (tableau blanc etc.). visioconférence, tactile, écran numérique connecté, 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. docu outils aux et ressources aux formation de sessions Les étudiants de bénéficient aux cursus. intégrés mentaires Source offre un accès à un large panel d’informations. Ony vient pour pour mais également un projet, préparer pour s’informer, et se former

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Crédits Pexels, CC0 : couverture, p. 15 ; © Sophie Mougard : p. 1 ; © Françoise Manderscheid : p. 2 ; École nationale des ponts et chaussées : p. 7 ; « Dubai - Palm Jumeirah und Dubai Marina », par giggel, licence CC BY 3.0 : p. 11 ; Les étudiants de la promotion 2016-2017 du MS® STFU de l’École nationale des ponts et chaussées : pp. 20, 36, 44, 52, 68, 94-95 ; « Jamkaran Mosque », Javad2493, licence CC BY SA : p. 31 ; « La moschea di Touba, citta santa del Senegal centrale », © Franco Visintainer, licence CC BY : p. 47 ; Images ou schémas des étudiants modifiés ou recréés par Laetitia Mussard : pp. 49, 50, 51, 54, 55, 57, 64, 68, 69 ; « Madagascar », Rod Washington, licence CC BY SA : p. 61 ; © les contri- buteurs d’OpenStreetMap, CC-BY-SA, modifiée par Laetitia Mussard : p. 67 ; « Evening Port Louis », Peter Pkuchar, licence CC BY 3.0 : p. 77 ; « Topographic map in French of Mauritius Island. », par Eric Gaba – Wikimedia Commons user: Sting, licence CC BY 3.0 : p. 80 ; « Map in French of Mauritius Island », par Eric Gaba – Wikimedia Commons user: Sting, licence CC BY 3.0, modifiée par Laetitia Mussard : p. 84 ; “ Foi realizada na manhã de sexta-feira (10) uma viagem experimental do monotrilho da linha 15 Prata do Metrô de São Paulo. Foram percorridos 600 metros entre a futura estação Oratório e o Pátio Oratório”, par Governo de São Paulo – Guilherme Lara Campos / A2 Fotografia, licence CC BY 3.0 : p. 87.

ISSN : en cours En bref

Qu’ont en commun Dubaï, Qom, Antananarivo, l’Île Maurice, Touba et Port-Saïd ? Dans ces lieux aux climats et aux situations économiques et politiques dispa- rates, on retrouve inévitablement des problèmes de circulation. Les systèmes de transports nécessitent d’y être modernisés, étendus ou tout simplement conçus. C’est justement ce que les étudiants du Mastère Spécialisé® « Systèmes de transports ferroviaires et urbains » développent dans un mini-mémoire lors de leur année d’études à l’École des Ponts ParisTech. Par petits groupes, ils examinent chaque étape de la conception du système de transport parfaite- ment adapté à la ville ou à la zone choisie. Les résumés de ces travaux ont été regroupés dans cet ouvrage afin de donner un aperçu de leur qualité et de leur technicité. Multidisciplinaires, ils intègrent les portées sociales, économiques et politiques inexplicablement liées aux axes de circulation. Mais il s’agit avant tout d’esquisser, déjà, les contours des trans- ports et des mobilités futurs. Ce Yearbook vous embarque donc au cœur des réflexions et des innovations du monde de demain.

Dubai, Qom, Antananarivo, Mauritius, Touba and Port-Saïd : what do they all have in common? Despite their different climates, economic and political situations , these places all suffer from inevitable traffic problems. Transport systems need to be modernized, extended or simply designed. This is precisely what the students of the Advanced Master® called “ Urban and Railway transport systems ” develop in a short thesis during their studies in the Ecole des Ponts ParisTech. In small groups, they examine each step of the design of the transportation system perfectly adapted to the chosen city or area. Summaries of these works have been gathered in this book so that you can get a glimpse of their quality and technicality. Multidisciplinary, these studies include the social, economic and political implications, necessarily linked to traffic. However, it already manages to outline the future of transport and mobility. In the end, this Yearbook brings you to the heart of the reflections and innovations of tomorrow’s world.

ISSN : en cours