WORLD'S BEST DRIVERLESS METRO LINES 2017 - Market study on driverless Metro lines and benchMark of network perforMance - Wavestone
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WORLD’S BEST DRIVERLESS METRO LINES 2017 Mar ket st u dy o n dr i v er less me t ro l ine s a n d b en c h mar k o f n etwo r k p erformance
Foreword
In tomorrow’s megacities, citizens’ megacities which are coming into view
selected route will take on increasing in emerging countries in Asia, Africa and
importance (in France, journey length South America as well as the challenges
grew by 63% between 1982 and 2008 presented by the peripheral urbanization
according to INSEE, France’s National of highly dense big cities in developed
Institute of Statistics and Economic European countries.
Studies).
This panorama on “smartization”, which
At the same time, citizens’ habits regard- optimizes and streamlines urban mobil-
ing transport change as a result of pres- ity highlights France as the flagship of
sure, from environmental responsibility driverless metro system operations. The
which is more present in their conscience momentum of its authorities and industry
and, on the other hand, from congestion in the segment has propelled the country
in city centers. The “transport mix” in big to the top of the pack in the global driv-
cities has clearly shifted from the individ- erless metro market.
ual car towards mass public transport.
A transport system’s performance is based
Faced with the challenge of transporting on strategic choices made over the long
more passengers in a continuous and fluid term by the organizing transport authority
way, and with the challenge of increasing and tactical and operating choices made
line capacity that is already saturated, the by the operator.
driverless metro system brings practical
solutions: high headway (up to 60’’ for Through its vision, the organizing trans-
Lille’s metro), high flexibility (adapting the port authority comes up with a transport
service frequency to real time demand), solution that meets mobility demands
high service level (24/7 service, e.g. modelled for several years (generally, the
Copenhagen’s metro) and higher commer- organizing transport authority’s vision is
cial speed (up to 44km/h in Vancouver). for a 10-30-year period). In reality, this
choice which seems to have little impact
In addition, driverless metro systems con- on metro line operations proves decisive
siderably reduce operating costs (by up to for:
40%) mainly bringing with them human
resources flexibility. This means public // Mobility quality perceived by the
transport prices are significantly reduced user, closely linked to the density
and accessible to more of the population. of the stations (varying between
0.54 station/km for Dubai and 2.17
www.wavestone.com
By making the most of all these advan- stations/km for Lausanne), with
Wavestone is a consulting firm, created from the merger of Solucom and Kurt Salmon’s European Business
tages, the driverless metro system will, the theoretical headway and there-
(excluding retails and consumer goods outside of France) Wavestone’s mission is to enlighten and guide their in the next five years, strategically meet fore the transport system’s capac-
clients in the most critical decisions, drawing on functional, sectoral and technological expertise.
the challenges of decongestion in the ity (varying between 1’ for the Lille
*See glossary.
2 3
metro and 6’ for the Dubai metro), Transport service quality perceived by // The diverse nature of the socio-eco- Finally, in its analysis, Wavestone adopts
at the commercial speed brought the customer is also thought to be linked nomic differences of the served areas, a weighting factor which reflects the
about by the choice of rolling stock to settings that are endogenous to oper- between cities and even countries old-age of the infrastructure and rolling
and accessibility, often standardized ations, which do not depend on the orga- // Citizens’ different perceptions faced stock. At similar operating performance, a
by strict rules nizing transport authority. This perception with qualitative issues (safety, clean- network with major operating constraints
of quality is achieved through a passen- liness) based on their country due to its age, reveals an operator’s
// A recovery in the operator’s opera-
ger satisfaction level measured by the potentially more advanced competency.
tions which depend on the quality // The scope of the inquiry which varies
operator itself, with the operator’s own A change to this factor would have an
of the return good disposed of by according to author (operator, orga-
indicators undergoing self-monitoring impact on the global ranking: by reducing
the organizing transport authority nizing transport authority and third
i.e. monitoring by the organizing author- such this factor, the best metro lines in the
and the ageing of the network and party). The scope for an authority or
ity which seeks to measure the differ- ranking may see their rank lowered, but
rolling stock. As a result, investment third party is often larger than that
the score will no longer precisely reflect
for the operator and additional oper- ence between the thresholds set in the of an operator, which is sometimes
their operational excellence.
ating costs for maintenance are to be operations contract and users’ perceived impartial
planned for performance.
The study shows that the operator has a Wavestone chose to compare users’ satis-
much more important role to play than the faction levels in two domains for which the
organizing transport authority in improv-
As part of the development of its expertise in the trans- in the benchmark target as their context, ser-
operator’s margins are significant: peo-
ing the service delivered to the customer:
port sector, Wavestone’s Transport & Travel practice vice and operation are not comparable with
ple’s cleanliness and safety. For the first
the transport experience. It may compen-
has taken a deeper look at mass urban transport by “heavier” systems such as metros and are not
domain, lines including Lyon, Barcelona,
sate for choices made by the organizing
drawing on the existing network of our international used in the same way.
Rennes and Taipei top the rankings with
transport authority which are judged as
offices to enhance the knowledge base of our local and The study analyses 25 of the 40 driverless metro
/
positive opinions from users, reaching
sub-optimal, ensuring a high rate of punc-
international clients. lines existing worldwide in February 2017, for
99.3% for Lyon, versus less than 70%
tuality and frequency (varying between for Vancouver and Milan. For the second The trend of automation affecting all transport modes which information is considered as available,
93% for Lausanne and 99.73% for Taipei) domain, the operator’s efforts are cru- (including autonomous cars, autonomous buses and accessible and reliable, notably thanks to our
and a group of innovative connected ser- hyperloops) quickly shifted the focus of the study to international offices, thus providing the items
cial even if the socio-economic context
vices which transform urban mobility. driverless metro lines, a mature and rapidly expanding necessary for a comparative analysis.
of the area served by the metro line
technology, the data for which is fully accessible, unlike This survey is notably based on:
Likewise, the operator’s expertise is cru- has an important role. Regarding safety,
those for disruptive systems, which are new and have
cial in guaranteeing efficient, reliable and Copenhagen, Dubai and Taipei come out T he collection of documents from different
/
little market presence.
above all profitable operations, particu- with user satisfaction rates that exceed sources and supported by Wavestone’s inter-
90%. To carry out the study, Wavestone limited the scope to national offices.
larly for ageing networks and rolling stock
a representative and coherent sample: A series of interviews with major players in
/
such as that found on the following metro
Nevertheless, the comparison of users’
systems: Lille (35 years’ old), Lyon (26), Driverless metro lines* mainly transporting pas-
/ urban transport and experts in the field.
satisfaction between different networks
Taipei (21) and Vancouver (31). Network sengers on back-and-forth journeys including A nalysis work serving to compare driverless
/
remains a tricky task due:
operations of this type may easily gen- commutes. metro lines in three respects: the performance
erate uncontrollable maintenance costs // The difference in terms of methods /
Collective driverless transport lines such as light of infrastructure and rolling stock; the reliability
which have a direct impact on the orga- for measurement between the differ- rail transit (LRT)*, people movers* and auto- and quality of the service; and the innovation
nizing transport authority and the user ent lines and the type of surveys or mated guided transit (AGT)* are not included demonstrated by the operators.
through a higher transport price. inquiries conducted
*See glossary.
4 5
Authors Contents
before pursuing it in transport and multimodal
mobility consulting.
Philippe Menesplier Generalist of passengers and fret transport, expert
Philippe Menesplier, Partner, in externalities and LCA Life Cycle Assessment,
he has more than 20 years Juliano works regularly on strategic benchmarks
of experience in strategy
09
and studies in the service of major industry players:
and management consult- operators, transport organization authorities and
ing. He managed numerous equipment manufacturers.
Introduction of the study
studies and clients’ deliver-
ies for urban mobility market juliano.naoufal@wavestone.com
actors: organization, industrial strategy, optimiza-
tion and lean management.
Also, he delivered important transformation pro-
grams for companies evolving within the transport
Jonathan Longo
29
infrastructure industry, and he regularly conducts
studies on multimodal mobility in megacities and Jonathan is part of Energy,
agglomerations. Utilities and Transport Description of scope and methodology
philippe.menesplier@wavestone.com Practice of Wavestone.
Following several years of
experience in the energy
sector (investment fund,
bank, energy producer and
distributor), he got the opportunity to help many
35
Aurélien Gué private and public entities in the scope of market
Summary of the comparative analysis of driverless
Aurélien Gué is a Senior analysis, business model conception and bench-
Manager and expert in new marks deliveries. metro lines
uses that are deeply chang- More specifically, he addresses problems mixing
ing our day to day living and energy and transport: smart city, green mobility,
the business model of the etc.
industry players. jonathan.longo@wavestone.com
He managed several strate-
57
gic studies related to new mobility solutions (air
transport, mass-transit, etc.) and conducted major A detailed benchmark of the driverless metro lines
transformation projects in the fields of passenger’s
experience and operations for major transport and
under reviews
retail actors.
Franck Benoit
Franck Benoit, Business
aurelien.gue@wavestone.com Analyst, he initiated his
career in transport and
travel consulting. He grad-
97
uated from the “Institut
d’Etudes Politiques d’Aix-
Juliano Naoufal en-Provence”, public affairs Appendices
Juliano Naoufal is a con- and holds a Master’s degree in Business Law from
sultant within the Energy, Aix-Marseille University.
Utilities and Transport His double expertise allows him to advise public
Practice. Following several transport operators in conducting their strategic
years of studies in transport projects. He is particularly interested in the rela-
and sustainable develop- tion between mobility operators or providers and
ment at the “Ecole des Ponts ParisTech”, Juliano transport organization authorities.
started his career in the air transport industry franck.benoit@wavestone.com
6 7
Introduction UN VISUEL of the study 8 9
Mobility, a key issue Africa and A sia ar e s e t fo r Asia (55%) and 3 in Africa (10%). In 2030,
23 of the world’s 41 cities with over 10
str ong urban growth , l e ading
million inhabitants will be in Asia (56%)
in tomorrow’s cities to t h e adv e nt o f n e w m egaciti e s
on t h e two co ntin e nts
and 6 in Africa (15%).
The 10 new megacities will be in Asia
Megacities are concentrated in Asia and (Pakistan, India, Thailand, Vietnam),
Urbaniz ati o n is on the rise in in China and five in India. The figure will rise Africa: in 2016, 17 of the world’s 31 cities Africa (South Africa, Tanzania, Angola)
to 41 by 2030. The world is currently home
all t he world’ s megaciti es, with over 10 million inhabitants were in and South America (Colombia).
to 7.3 billion people, over 54.5% of whom
particularly in emerging live in cities. By 2050, the world population
co untri es will rise to roughly 9.7 billion, with over 65%
Top
Top 10
10 Cities
Cities with
with the
the Strongest
Strongest Population
Population Growth
Growth between
between 2016
2016 and
and 2030
2030
of the total living in cities.
The global urban landscape is in the midst Hyderabad 38.6
Hyderabad 38.6 Asia (Bangladesh, Pakistan, India)
of e deep-seated change. In 1950, only The number of megacities is on the increase, Ahmedabad 39 Asia (Bangladesh, Pakistan, India)
Ahmedabad 39
Bangalore 41.2 Africa (Tanzania, Angola, Nigeria, RDC)
New York and Tokyo had a population of a trend accompanied by urban sprawl, Bangalore 41.2 Africa (Tanzania, Angola, Nigeria, RDC)
Lahore 45
over ten million. In 2016, some 31 cities are which gives these cities an interface role Lahore 45
Karachi 45.1
home to over ten million people, six of them through an effective transport system: Karachi 45.1
Dhaka 50.1
Dhaka 50.1
Kinshasa 65.7
Kinshasa 65.7
Lagos 77.4
Lagos 77.4
2016 - The World's 10 Biggest Cities (popu la t ion in m illion s o f i nha b i t a nt s) Luanda 81.8
Luanda 81.8
Dar es Salaam 98.9
Tokyo 38 • China (19% of the world population) and Dar es Salaam 98.9
Dehli 26.4 India (18%) are the world’s most populous
Shanghai 24.5 countries, each with over one billion Geographical
Geographical Breakdown
Breakdown ofof Cities
Cities Entering
Entering the
the Rankings
Rankings of
of Megacities
Megacities
Bombay 21.4 inhabitants. with Over 10 million Inhabitants in 2030
with Over 10 million Inhabitants in 2030
São Paolo 21.3 • Only four megacities are not on the Asian
Mexico 21.2 continent: São Paulo, Mexico, Cairo and 10
Pékin 21.2 New York. 10
Osaka 20.3 • None of the megacities are in Europe, and Asia
19.1 Asia
Cairo Cairo is the only one in Africa.
30 60 Africa
New York 18.6 30 60 Africa
South America
South America
2030 - The World's 10 Biggest Cities (popu la t ion in m illion s o f i nha b i t a nt s)Chine France Allemagne
Tokyo 37.2 • Seven of the ten most populous
Italie cities are
Royaume-Uni États-Unis Source: United Nations, The World’s Cities in 2016.
Dehli 36.1 in Asia
Shanghai 30.8 • India will overtake China as the world’s
Bombay 27.8 most populous country in 2022. 2000
2000
Pékin 27.7 • Bangladesh (Dhaka) and Pakistan (Karachi)
Dhaka 27.4 are highly populated and capital-centric. The rapid expansion of these cities, and the emergence of a middle class resulting from the
Karachi 24.8 • The population of Nigeria (Lagos) will 1500
far-reaching
1500 economic transformation in these regions, make urban mobility a key issue for
Cairo 24.5 overtake that of the USA in 2050, with the
Lagos 24.2
these countries. The urban transport market will be increasingly concentrated in these two regions
country becoming the world’s third most
Mexico 23.9 populous. 1000
in the coming decades.
Source: United Nations, The World’s Cities in 2016.
1000
*See glossary.
Chine France Allemagne 500
500
10 Italie Royaume-Uni États-Unis
11
00
To prepare fo r do ubl e-digit Mobility that goes above user behavior since the arrival of digital is supplied to transport authorities
and beyond the tradi- technology. A day-to-day issue for all the through partnerships (as with the
urban growth, the world’s
t i o n a l , te c h n i c a l a n d population, transport is naturally a key Waze Connected Citizens Program).
biggest cities need to start functional definition of transport focus in efforts to develop Smart Cities.
t hinking ab o ut sustainable to adopt a service-based and more
m o bility here and now modern approach: mobility condi- Data is used to assist pas-
tions (comfort and well-being, wait- sengers, who now have Shorter journeys and lighter
Worldwide, the urban population overtook
ing times, information access) are access to an unprece- transport modes around dense
the rural population in 2007. In a world of dented urban transport offer with
becoming crucial, with users more and increasingly decentralized
cities, city dwellers, whether commuting increasingly varied transport modes
or traveling for family or leisure purposes,
concerned about the time than the agglomerations
distance of their daily journeys. (collaborative modes, bike fleets,
are in movement: mobility is an integral self-service cars, etc.) accessible in Commutes are growing increasingly
part of their everyday lives. Mobility that takes account just a few clicks thanks to digital longer. The average commute distance in
of the back-and-forth advances in the sector. Transport France has risen 63% in the last 30 years.
Today’s cities are congested, traf-
travel characteristic of data, widely shared on an open-data This is mainly a result of the widespread
fic-jammed and polluted. Tomorrow’s
large cities, in which inhabitants take basis, are behind new comparative migration of inhabitants to peri-urban
cities need to address the mobility issues
the same routes back and forth in services, such as CityMapper. areas, which in turn results from the sub-
of their inhabitants – and the manage-
the same day, mainly as part of their stantial growth in the population of cities
ment of transport flows has become a The availability of trans-
commutes. and increasing pressure on urban areas.
crucial issue. Tomorrow’s hyper-connected port data is also enabling
and smart cities (which are just around the transport organization The socio-economic and ecological
corner) also need to take a new approach authorities to better plan the
Clickable, e fficie nt and impact of the daily commutes stem-
to mobility: development of their networks by
personali ze d transport for ming from this shift is considerable. The
adapting transport offers to pas- economically active population is more
Mobility adapted to the augmented m obility in t h e S mart senger flows, with electronic tickets
characteristics of tomor- stressed and productivity is on a non-stop
City improving the analysis of journeys, decline, negatively impacting the urban
row’s cities: the modern
connections and so on. economic fabric.
metropolis – the “Smart City” – is For economic and ecological reasons,
larger and more densely populated, large cities around the world are seeking T h e u s e o f re a l - t i m e To address this problem, countries, and
a place of 24-7 mobility with peaks in to shift to a Smart City model. They are s h a r i n g i s i m p rov i n g often developed countries, are seeking
transport use that require transport exploring a broad range of fields – includ- the responsiveness of to bring homes closer to workplaces and
authorities to be adaptable. ing energy, waste management, water the transport offer and serving to even concentrate them in peri-urban
supply and enhanced transport – and enhance mobility. Transport users
Mobility that respects the micro-centers (such as those in Seine
digital technology is playing a vital role in are increasingly called on to provide
environment: mobility Saint-Denis and Paris-Saclay outside
optimizing the way these services work. information on the functioning of
today is overly polluting; Paris).
the network in real time (with Waze
it needs to be approached as part And so the transport sector is in the
and Moovit, for example), and the The adoption of this approach in the
of the efforts to shrink the environ- midst of a major transformation, with
information collected in real time national strategies of various countries,
mental footprint of the Smart City. far-reaching changes in the offer and in
12 13
along with the rise of these “micro-cities”, Average Commute Distance in France Tom orr ow’ s smart city will b e Copenhagen and Toulouse to Dubai
whose populations are considerably lower (in k m ) and Vancouver;
s e rv e d by a h igh e r- p e rfo rmance
than those of cities, presages a switch > it is more flexible to operate, both
from a mass transit network, such as the 15
mass transit so lutio n : t h e in technical and HR terms: automatic
metro, to much lighter micro-networks +63% driv e rl e ss m e tro solutions can be quickly adapted to
such as people movers and trams. “New mobilities” are a new way for get- available capacity by minimizing or
10 even eliminating constraints linked
ting from A to B made possible by emerg-
A product of this model, the Grand Paris
ing models and technologies and rolled to drivers.
Express rapid transit system serves to
out through high user adoption rates,
decentralize the City of Paris and paves It creates a better service
Source: INSEE.
5
including electric cars, autonomous shut-
the way for the arrival of tomorrow’s for passengers
tles and carpooling. But these systems
peri-urban micro-cities. > it helps to reduce wait-
are not adapted to mass transit, involv-
0 ing times on platforms by provid-
ing faster passenger throughput rates on
1982 1994 2008 ing a more frequent service and
high-pressure routes and in a sustainable
faster commercial speed than con-
manner.
ventional metros while maintain-
Current Urban Transport Model Future Peri-Urban Transport Model Driverless metros stand as an intelligent ing top-level punctuality;
and innovative mass-transit solution. > it offers a better passenger experi-
Driverless technology meets a certain ence through more recent trains and
number of the objectives involved, includ- renovated stations.
ing high capacity, speed and regularity,
It is a reliable means of
reduced operating costs, adaptability, and
transport requiring lead-
flexibility in terms of human resources. It
ing-edge expertise
fulfills the criteria of a new approach to
By eliminating the risk factors
mobility:
stemming from human driving, the
It is adapted to the driverless metro achieves higher
requirements of future safety and reliability rates than
cities conventional metro systems*; the
> it is integrated in the urban envi- introduction of platform doors
ro n m e n t a n d re s p o n d s to t h e also limits the risk of accidents and
demand for diversified mobility from human presence on the track.
Metro-style mass transit line
Light tram or people-mover line with very low capacity
*See glossary.
14 15Fo r example, the driverless selected with a view to decentralizing the
city, reducing commute times and, above all,
m e tr o is central to the Greater
creating peri-urban socio-economic centers
Paris transp ort strat egy and of interest able to relieve congestion in the
t he decentralizati on of the city capital.
The initial part of the Greater Paris trans- The law relative to Greater Paris provides
port plan concerns the modernization for a specific organizational model for the
and extension of the existing network. Grand Paris Express, whereby technical
This includes extending the RER E line and infrastructure management is handled by
the metro line, creating high-level-service RATP and the operation of the lines is han-
buses and trams, modernizing RER trains dled by operators selected through tenders.
and improving Transilien regional train lines. While the reform of collective transport in
The second part of the transport plan is Île-de-France brings all operators access
focused on the creation of new driverless to the network in free and non-discrimina-
tory conditions (and formally provides for
metro lines, the “Grand Paris Express”. The
a seamless connection between the activ-
aim is to build 205km of metro lines and 72
ities handled by RATP and those handled
new stations, to enter into service between
by the network manager), operators have
2018 and 2030.
expressed reserves as to the organization
As with similar projects in other large model selected and the fairness of the call
cities, the Grand Paris Express project was for competition.
16 17Key figures on driverless
metro lines worldwide
and the financial performance List of Driverless Metro Lines Worldwide
of automation Over 5m inhabitants (city population)
Paris
Copenhagen
M1
M2
The lines analyzed in this study are underlined Line 1 Lille
Between 1m and 4.9m inhabitants (city population) Line 14
London Line 1
Under 1m inhabitants (city population) Nuremberg
Docklands Light Railway Line 2
Over 10,000 inhab./km² (population density) Line U2 / Line U21
Between 5,000 and 9,999 inhab./km² (population density) Line 3
Rennes
Under 5,000 inhab./km² (population density) Budapest
Line A Lausanne
Lyon M4
M2
Line D
Brescia
T h e world’ s 4 0 driverless metro* lines ar e conc e ntrat e d in t h e E ME A Toulouse
Line A
Turin MetroBs
Vancouver Line 1
r egi on and South-East Asia Canada Line
Line B
Rome
Skytrain Expo Line Milan Line C
Nearly 3/4 of driverless metro lines are 81% of driverless metro lines are located in Skytrain Millenium Line Barcelona Line 5
Line 9
located in cities with dense urban popula- cities with over 500,000 inhabitants. Toronto Line 10
tions (over 4,000 inhabitants/km²). Scarborough RT Line 3 Line 11
Dubai
Red Line
Worldwide Green Line
40 Lines in 26 Networks Seoul
Shinbundang Line
NB: The UITP Observatory of automated metros has Uijeongbu - U Line
counted 55 lines due to including in its scope certain people
EMEA: APAC: 25% mover lines, LRT systems, AGT systems, trains with a >100 Busan
Asia Shanghai
63% São Paulo Line 4
25 passagers/train capacity (vs a capacity of >400 PAX/train for Line 10
Line 4 Yellow
Europe the Wavestone study), monorail trains (vs only due or 3-rails Taipei
South America Hong Kong
for the Wavestone study) as well as Maglev technology (vs South Island Line
Brown Line
57,530 2,5
AMERICAS: only pneumatic or steel for the Wavestone study): scope
10 13% differences with this benchmark Observatory attributable
5 North America to the fact that the Wavestone study aims to compare
performance on equivalent urban mass-transit technologies Kuala
Middle East and use. Lumpur
Sungai Buloh-Kajang Line Singapore
Circle Line (CCL)
North-East Line (NEL)
Downtown MRT Line (DTL)
Over 5m inhabitants (city population)
Between 1m and 4.9m inhabitants (city population)
Under 1m inhabitants (city population)
Over 10,000 inhab./km² (population density)
*In the scope of this study, the definition of “driverless metro” is slightly different from the one adopted by the UITP,
that considers 55 lines. The UITP includes in its definition people movers, LRT and AGT, which is not the case of the Between 5,000 and 9,999 inhab./km² (population density)
current benchmark. Under 5,000 inhab./km² (population density) Sources: Wavestone research and analysis, UN data, UITP.
18 19
Vancouver
Canada LineOverv iew and Key Figures of the World Driverless Metro Market
OPERATORS OPERATING THE GREATEST LINE MILEAGE FRENCH ENTITIES OPERATE NEARLY 1/4 OF THE WORLD'S 5 out of the 40 lines
104 NETWORKS (23.1%), FOLLOWED CLOSELY BY THE ITALIANS (19.2%) are operated
by foreign players
75 FRANCE ITALY CANADA SOUTH KOREA CHINA
68
51
41 41 36 36 35 7% 87.5% of the lines
31 28 26 23.1% 7% are operated by
7%
19.2% national operators
s TC t / ro / up / s s
oli Ser
co
BCR ana ATM nsi elG oup ro
B
TM tion Train ran Tis
séo RA
TP
Ke / sar Tra fortD ro Gr ushi G ra RT eoT
ink Pra S p o M N
nsl SB Com Met ai Ji Cor S OPERATORS OPERATING THE GREATEST LINE MILEAGE
Tra g h RT
tn on hang SM
She S 137
TOP 5 COUNTRIES IN TERMS OF DRIVERLESS LINE MILEAGE
50 49
120 41 38 35 34 34 31 31 30
93.2
76.5 74.6
57.9 s co TC B / o na p / up n / ins
oli ATM Ser CR séo TM sit lGr RA
TP
ara
Ke B Tis ran ortDe s rou hi Gro ratio T Tra
k/ T Pra G
o s o R
nsl
in SBS Comf etr Jiu orp SM
Tra n g M ghai MRT C
o
nt ha n S
She S
France Canada Singapore United Italy
Arab Emirates THE MAJORITY OF DRIVERLESS METRO LINES ARE OPERATED BY
PRIVATE EXTERNAL PLAYERS
TOP 5 CITIES IN TERMS OF DRIVERLESS LINE MILEAGE
86.8
76.5 74.6 Managed by external player 40 Managed by local player
51 (private law) 60 (public service)
44
Vancouver is the only network with 1 line managed by an external player (SNC-Lavalin)
Vancouver Singapore Dubai Kuala Lumpur Lille and the other 2 lines by a public player (municipal council).
20 21Driverless metro lines are // Station: the investments involved // Operating costs: the additional cost
in implementing platform doors are linked to the maintenance of platform
considerably more competitive
offset by smaller platform areas for protection systems is offset by savings
than conventional metros and In terms of global costs per
driverless metros and, consequently, on personnel costs and energy costs
will become more so as they are lower civil engineering costs. This (15% lower for driverless metro lines). km, the driverless metro is
industrially developed results from the higher-level service more competitive than the
of the driverless metro in terms of
Highly competitive in terms of complete headways.
conventional metro for a
cost:
// Line: the costs of driverless lines are
depreciation of infrastructure
// Rolling stock: the additional cost naturally higher than those of conven- and rolling stock of over
linked to the purchase of driverless tional lines. This is largely due to com- 30 years.
trains is offset by a gain in the sizing munication and signaling. However,
of the rolling stock, since automatic the use of CBTC communication is
systems have better performance becoming more widespread for differ-
(headways / commercial speeds). For ent types of metro, thereby reducing
the same service frequency, the driver- the cost gradient involved.
less metro requires 33%* fewer trains.
Investment Costs per Km (in € m illion ) Operating Costs per Km (i n € m i l l i on )
21 21
0.5 0.5
27 +12% 15 27 +12% 15
15 15
–40% –40%
0.2 0.2
0.2 0.2
108 108
87 87 0.360.3 0.36
0.3
0.15 0.130.15 0.13
Classic metro Automatic
Classicmetro
metro Automatic metroClassic metro Automatic
Classicmetro
metro Automatic metro
Lines Stations Rolling stock Lines Stations Rolling stock Energy Maintenance Energy Maintenance
Staff Staff on board Staff Staff on board
*Rolling stock manufacturers, Wavestone analysis. Hypotheses: Average line length of 14.5km, 30 trains per line, 22 stations on average per line, 200 drivers
to operate a line.
Sources: LVMT Laboratoire ville mobilité transport, The Economics of Urban Transportation 2007,
22 23Technological trends and The share of pneumatic tires for 70% of total mileage built. But pneu-
matic links have an advantage in terms of
is falling to the benefit of
sound levels and passenger comfort.
challenges in metro automation steel wheel-rail links due
to the specific expertise and
The know-how of the operator and tech-
maintenance constraints involved nological expertise are decisive. The two
10 manufacturers supplying rolling stock. technologies have their specific charac-
Operators need to adopt their by Siemens in 2013), indicate the future
teristics in operation, with pneumatic
widespread use of the technology in Bombardier, Alstom and Siemens are the
know-how to the growing use of leaders with 68% of total installed mileage. systems requiring know-how in mainte-
the rail sector in general and driverless
CBTC technology metros in particular.
nance. In this respect, some operators,
The preferred wheel-rail link in the mileage such as Serco and ATM, appear to prefer
CBTC technology is the preferred sig-
All the metro systems analyzed in this built in the last decade is steel, accounting steel links.
naling solution with a 68% share of the
study are equipped with CBTC signaling
market. This solution combines safety and
and communication. A wide range of sup-
optimized frequency. Market Share of Steel vs. Pneumatic for Analyzed S ample (i n %)
pliers are represented by the benchmark
The market of CBTC solutions suppliers is (see graph opposite).
Toulouse London (DCL)
highly concentrated: the top 3 suppliers, Lille
The Lille network is currently being Copenhagen
namely Bombardier, Siemens and Thales, Rennes
redesigned and the new system is to Milan
have a 78% share of the market (including Lyon (D) Vancouver
be equipped with Urbalis, supplied by
for non-automatic trains and metros). Lausanne 48 52 Dubai
Alstom. But the delay in the project (esti- Paris (1 & 14) Barcelona
The convergence of manufacturers mated at 4 years) means that the current Turin Nuremberg
towards CBTC, as well as the invest- system (supplied by Siemens) will be Taipei
ments involved (Invensys was bought out maintained for the next few years.
Pneumatic Steel
Market Share* of Communication Breakdown of CBTC Subcontractors in
System Suppliers ( in %) the S ample Studied ( num b e r o f l i ne s)
Bombardier 1
P n eu m at i C St eel
22 Siemens Taipei
• Better grip, system adapted to cities with • Lower energy consumption owing to reduced
40 Thales Alstom 1 + sharp gradients + rail friction
Bombardier Lausanne • Less noise inside and better passenger • Better adapted to metro systems in cities
19 comfort with difficult weather conditions (e.g. Dubai,
Other actors Ansaldo STS 2 • Better adapted to automated system by Nordic countries, etc.)
20 Milan (1), Copenhagen (1) avoiding wheel slip • Lower maintenance costs
Thales 6 • Not particularly energy efficient (+1% to 3%) • Recurring slip of train-rail link leading to
*Frost & Sullivan data, Wavestone analysis.
London (1), Dubai (2), Vancouver (3) – • Leads to higher maintenance costs – control system problems
• Makes the system heavier, which means it • Longer headways owing to longer breaking
Siemens 12 consumes more energy and acceleration times
Toulouse (2), Lille (2), Rennes (1), Paris (2), Turin (1), • Higher fine-particle emissions than steel
Barcelona (1), Nuremberg (2)
Sources: World Report on Metro Automation - July 2016,
UITP.
24 25What does automation in volve
The development outlook for
// The possible creation of new main-
tenance workshops adapted to
fo r operato rs?
solutions that are often specific to
Technically speaking, operators need to:
// Carry out the prerequisite work for
driverless metro lines, such as plat-
form doors.
driverless metro lines
the installation of platform doors Operationally speaking, operators need
necessary for optimizing passenger to:
safety.
// Ramp up the driverless rolling stock
// Roll out the automation system for during the transition phase operating T h e outlo o k fo r t h e d e v e lo pme nt In 2025, Asia and Europe are expected
train operation, which differs depend- to account for 33% and 30% of driverless
in combined mode. Operators have of drive rle ss m e tro lin e s lo o ks
ing on the desired headways: to make this transition with as few metro mileage, followed by the Middle
r obust t h r o ugh 2 02 0 , dri v e n by East (25%) with ambitious projects such
• For long headways, operators interruptions as possible. The com-
larg e- scal e proj ects as the Riyadh metro.
can opt for a fixed-block com- missioning phase increases risks in
munication system (in which the service quality and requires specific With more and more people living in cities, China has announced the introduction
position of the train is determined expertise on the part of the operator. mass transit systems increasingly have to: of two new driverless lines between now
relative to a section of the line). and end-2017, one of them built exclusively
Organizationally speaking, operators // O p t i m i z e t h e ex i s t i n g u r b a n
This is a mature technique used with Chinese technologies.
need to: infrastructure as capacity can be
by driverless and manual metro
extended only to a limited extent. The
lines. However, because it is only // Redeploy driving staff to con-
solution in this case is the automation Completed and Projected Driverless Metro
moderately precise, it cannot be nected positions (line control and
used for short headways. supervision).
of conventional lines. Lines* in Km and Growth Over 10 Years
• For short headways, operators // Upskill existing staff or hire the new // Develop new infrastructure on the 276%
2,000
are required to implement a employees required to ensure the outskirts of cities offering users
high-quality service while keeping 1,800
mobile-block communication operation and maintenance of driv-
system (in which train position costs under control. 1,600
erless lines.
and speed are determined in a 1,400
Automated technologies propose solu-
precise manner). This necessarily 1,200
tions meeting both these requirements.
calls for the roll-out of additional 1,000
technologies, namely ATP*, ATC* According to the UITP, by 2025 some 800
and ATO*. This in turn leads to 2,300km of driverless metro lines will 600 143%
additional risks (of a technical be in operation, compared with around
400
nature). 800km today. 103%
200
The increasingly widespread use of CBTC 0
1990 2000 2010 2020*
technology by all driverless metro lines
together with rising living standards in Source: World Report on Metro Automation - July 2016,
emerging countries will boost the com- UITP.
*The estimated number of kilometers by 2020 takes
petitiveness of automation solutions and
*See glossary. account of construction and/or automation projects
increase demand. confirmed as of July 2016.
26 27Description of scope
and methodology
28 29Scope of the study
Data acc ess and reliability enabl ed us to analyz e 2 5 driv e rl e ss List of Driverless Metro Lines Worldwide
m e tr o lines* o ut of the total 40 existing in February 2 017 with in
t h e sco pe o f the study Network included in the comparative analysis
Network not included in the analysis due to the
unavailability or unreliability of information Copenhagen
M1
Paris
Criteria Used to Define Scope Over 5m inhabitants (city population)
Line 1
M2
Lille
Between 1m and 4.9m inhabitants (city population) Line 14
London Line 1
Under 1m inhabitants (city population) Nuremberg
Docklands Light Railway Line 2
Over 10,000 inhab./km² (population density) Line U2 / Line U21
Driverless metro*: a dedicated, rail-powered circuit mainly used for
Between com-
5,000 and 9,999 inhab./km² (population density) Line 3
Rennes
mutes, with several carriages (up to 6 or 8), raised access andUnder 5,000 inhab./km² (population density)
a capacity Line A Lausanne
Budapest
Lyon M4
of over 400 passengers Line D
M2
Toulouse Brescia
Turin MetroBs
Line A
Line 1
Vancouver Line B
Not including automated people-mover*, light rail transit* and automated Canada Line Rome
Milan Line C
Skytrain Expo Line Barcelona
guideway transit* systems Skytrain Millenium Line
Line 5
Line 9
Toronto Line 10
Scarborough RT Line 3 Line 11
Pneumatic or steel rail link Dubai
Red Line
Green Line
Seoul
Excluding Maglev and Hyperloop rail links Shinbundang Line
Uijeongbu - U Line
Shanghai Busan
São Paulo Line 10 Line 4
Dual-rail or third-rail systems Line 4 Yellow
Taipei
Hong Kong
Brown Line
South Island Line
Excluding monorail
Kuala
Automation level GoA 3 and 4* Lumpur
Sungai Buloh-Kajang Line Singapore
Circle Line (CCL)
North-East Line (NEL)
Downtown MRT Line (DTL)
Automation level GoA 1 and 2* excluded
*The terms used in the study are defined in the glossary.
30 31B e nch mark metho dology
Icons denoting the fields to which the analysis
Performance Fields Selected for the Benchmark of each page refers
Performance field Indicators concerned Proposed weighting
Commercial speed
Distance between stations
1 Performance of infrastructure and rolling stock Headway 1
Accessibility
Intrusion rate in network
Punctuality and/or availability and/or regularity
2 Service reliability and quality
Cleanliness
Passenger information
1.5
Passenger safety
Available communication networks Field assessed but
2 Auxiliary or innovative services Innovative mobility service (route planner, etc.)
not included in the
final grade attributed
New technologies (NFC, IoT, mobile) to each metro line
The difference in performance between 2 driverless metro lines can be attributed to a great
extent by the operator’s ability to effectively operate the lines in question. Infrastructure and
rolling stock are key to the performance of a network but with room for maneuver in the much
longer term.
32 33Summary of the
comparative analysis
of driverless metro
lines
34 35Perspective T h e p e rfo rmance o f t h e wo rld ’ s Grades for the Performance of
driv e rl e ss lin e s : a p e rfect Driverless Metro Lines (ou t of 5)
I nf rastru ctu re x Operati on / Network age
balanc e b e twe e n infrastructur e
and op e rati o n at t h e s e rv ic e o f Lille - Line 2 4
pass e ng e rs Lille - Line 1 4
The performance of a transport system – The architecture and geography
including driverless metros – is impacted ** of the network: involving the The performance of driverless metro lines
London - Docklands
Light Railway 4
by a set of factors external to the orga- uneven exposure of rolling stock is assessed through a complex equation of Toulouse - Line A 3.9
nization of the operator or transport to its environment (underground, the operational ability to deliver a trans-
Taipei - Wenhu Line 3.8
authority overground) and specific needs port service adapted to mobility behavior
Lyon - Line D 3.8
for fulfilling transport demand (air and the optimization of the transport con-
This means that the distinctive character- conditioning, heating). ditions of the journey experience. Rennes - Line A 3.8
istics of each network have to be taken
// The correlation between the strong Paris - Line 14 3.7
into account in order to contextualize the The “load curve” (breakdown of
analysis ** passenger use over the day): constraints imposed by transport Vancouver - Expo Line 3.6
involving peaks of varying extent authorities (short headways) and the Toulouse - Line B 3.2
Consequently, the following character- that may have an impact on punc- punctuality of the service is vital to
Copenhagen - M1/M2 3.1
istics or factors need to be considered tuality (passenger incidents, etc.). performance.
when comparing performance: Turin - Line 1 3.1
// Ageing networks require opera-
The socio-cultural characteristics Dubai - Red line 3.1
tional overperformance on the part
The age of the network: entailing ** of the user population: involving
* growing obsolescence costs with the uneven use of public services,
of operators. Dubai - Green line 3
the age of the infrastructure and with particular impact on cleanli- // The experience operators have of a Nuremberg U2 2.9
rolling stock, as well as the corre- ness and safety. network and their length of service Nuremberg U3 2.8
sponding adapted processes for are decisive to the performance of Paris - Line 1 2.7
maintaining the line in operational an driverless metro line.
condition. Lausanne - M2 2.6
The design, construction and commis- Barcelona - Line 9 2.5
The requirements included in the sioning of an driverless metro line present
* delegation contract (headways): *Factor taken into account in the grade value added for the city and its popula-
Milan - Line 5 2.4
involving an operational strategy tion, as vital as it is a difficult activity for Vancouver - Canada Line 2.3
attributed to the metro line.
on the part of the operator capa- transport authorities and operators. Vancouver - Millenium Line 2.1
ble of delivering performance **Factor not taken into account in the
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
consistent with contractual grade, but assessed in the analysis of the The most recent driverless lines and net-
works demonstrate high levels of reliabil- ATM Keolis Serco TL
requirements. results.
BCRTC SNC Lav. TBM TRTC
ity that need to be maintained over the
GTT RATP Tisséo VAG
long term if they are to become world
leaders. Sources: Wavestone grades and modeling.
The grade being the weighted sum of infrastructure
performance (weight=1), operational performance
(weight=1.5) and the network age indicator (weight=0.5).
36 37T h e highest-performance driverless metro line s s h are t h e sam e
c h aracteristics of excell enc e Infrastructure and rolling
stock performance
The best driverless metro transport services all score high on 4 key points related to
infrastructure and operation:
T h e p e rfo rmance o f t h e Grades for the Performance of
infrastructur e and r o lling Infrastructure and Rolling Stock* (out of 5)
stoc k o f t h e wo rld ’ s dri v e rle ss Vancouver - Expo Line 4.3
The able management of m e tr o lin e s und e rpins t h e ir
Strong punctuality Toulouse - Line A 4.3
ageing infrastructure saf e ty and co mfo rt
Lille - Line 2 4.2
Infrastructure and rolling stock perfor- Lille - Line 1 4.2
These operators demonstrate excel- This is a defining characteristic of driv-
mance involves:
lence in the management of old assets. erless metro lines. But combined with Paris - Line 14 3.9
As confirmed by the impressive short headways it confirms the abil- // Strategies on urban mobility flow London - Docklands
3.8
Light Railway
availability and regularity of ity of an operator to respect management: the design of a driv-
their networks. the requirements imposed erless metro line, from upstream
Taipei - Wenhu Line
CT URE3.8 PUN
CT
by the transport authority. research to the layout of the line and Lyon - Line D RU 3.7
A ST
UA
the choice of stations, determines the Rennes - Line A 3.7
LIT
I NF R
relevance of a line and its utilization Toulouse - Line B 3.5
success.
Copenhagen - M1/M2 3.2
// Network access: an infrastructure Turin - Line 1 3.2
that makes access easier for people
Vancouver - Millenium Line 3.1
with mobility issues or harder for
HEA
fraudulent users contributes to over- Nuremberg U2 3.0
WA
FO
CO M
D
all quality. Milan - Line 5 Y S3.0
High-level user satisfaction Nuremberg U3
// Matching operating requirements 2.9
Short headways relative to cleanliness
and expected use: the optimization Dubai - Red line 2.7
and safety of infrastructure and rolling stock
Dubai - Green line 2.6
The strong punctuality of the lines Globally speaking, the surveys led by hinges on aligning service levels with
Barcelona - Line 9 2.6
managed by these operators confirms these operators confirm a good level use.
their commitment to demanding trans- of user satisfaction, knowing that Paris - Line 1 2.6
Infrastructure operation and maintenance
port authorities. ageing infrastructure has a negative Lausanne - M2 2.6
serve to maintain performance levels over
impact on passenger perception in Vancouver - Canada Line
the long term. This challenge tests the 2.5
this area.
operational performance of operators. 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
ATM Keolis Serco TL
BCRTC SNC Lav. TBM TRTC
GTT RATP Tisséo VAG
*The sum of the grade attributed to the performance of the network and stock (weight=1) and the grade attributed to
the aged of the infrastructure (weight=0.5) (5 corresponds to very old infrastructure).
38 39Fo ur main cat egories of infrastructure and rolling stoc k
p e rfo rmanc e for driverless metro lines
efficient BEGINNER AGILE STRUGGLING
High performance/ High performance/ Average performance/ Low performance/
Old network Relatively new network Very old network Relatively new network
Infrastructure and rolling stok performance (out of 5)
5 40
4.8 35
4.6
Age of infrastructure (in years)
30
4.4
4.2 25
4 20
3.8 15
3.6
10
3.4
3.2 5
3 0
5
U3
e2
line
Line
D
9
ine
M2
1
ne
ilwa s
14
eA
A
ine
U2
ine
B
1
e1
M2
t Ra and
Line
Line
y
Line
Line
Line
Line
Line
a Li
Line
- Lin
- Lin
M1/
erg
en l
- Lin
erg
hu L
po L
ne -
Red
ium
Ligh- Dockl
nad
is -
n-
n-
emb
na -
emb
n-
e-
e-
Gre
n-
Wen
is -
- Ex
san
Lille
Lille
nes
llen
ai -
Turi
Mila
Par
lous
lous
Lyo
- Ca
age
Par
celo
ai -
Nur
Lau
Nur
Ren
ver
Dub
- Mi
ei -
don
enh
Tou
Tou
ver
Dub
Bar
cou
Taip
Lon
ver
Cop
cou
Van
cou
Van
Van
Performance infrastructure Age of infrastructure
rolling stock
The players operate infrastructure The entities in this category have
The entities in this category operate The input of operators in this
and rolling stock that are generally difficulties maintaining their rolling
infrastructure and rolling stock that category is clearly a factor in the
recent and even new. Their strong stock in optimal operating condition,
are several years old. Their strong performance of the assets. The
performance may be considered as independently of the fact that their
performance reflects their optimal advanced age of the rolling stock
resulting from the newness of the stock is new. As such, the ageing
use of these assets, which requires suggests considerable maturity on
network. At this stage, the good of the infrastructure and the rolling
good operating conditions on the the part of the operator in terms of
performance of the rolling stock cannot stock will have a considerable impact
part of the transporters. maintenance and operations.
be correlated to any operator input. on performance.
40 41L ine density is a factor in the Average Distance Between Stations (in m) Comm e rcial sp e e d, a k e y Average Commercial Speed (i n km / h )
r e ducti o n o f trav el times, the Lausanne - M2
c h aract e ristic in transp o rt Vancouver - Expo Line INNOVIA Métro
impr ovement of the pass enger Rennes - Line A
s e rv ice , is a co r e p e rfo rmance Vancouver - (Bombardier)
Millenium Line
e x p e rience and the optimization Nuremberg U3
ass e ssm e nt ite m Kinki Sharyo
Dubai - Red line
o f infrastructur e VAL rolling stock is the most represented VAL (Siemens)
Turin - Line 1 Taipei - Wenhu Line
Driverless metro networks are character- in the study sample, accounting for 35% of Copenhagen - M1/M2 Ansaldo Breda
Milan - Line 5
ized by short distances between stations. lines. It is operated at low speeds on some
Paris - Line 1 Paris - Line 14 MP14 (Alstom)
lines (such as Turin) and high speeds on
EMU Rotem (Hyundai/
European lines are denser in this respect Lille - Line 2 others (Lille and Taipei). In addition, some Vancouver - Canada Line Mitsubishi)
than international lines, mainly because Toulouse - Line A operators appear to have experience with Nuremberg U2 DT1 DT2DT3 DT3-F
(Siemens)
European cities have smaller surface and a preference for a single type of roll-
Lille - Line 1 Lille - Line 2
areas and users prefer public transport ing stock (Ansaldo Breda for ATM, for
London - Docklands Lille - Line 1
to walking. Light Railway example).
Toulouse - Line B Toulouse - Line A VAL (Siemens)
Adding more stations to a network or line End-to-end line times depend mainly on
Nuremberg U2 Toulouse - Line B
involves additional operating constraints station stop times. Commercial speed is
Rennes - Line A
(the more stations, the higher the punc- Lyon - Line D thus inversely proportional to the density
tuality risk). The operators of European Dubai - Green line Kinki Sharyo
Copenhagen - M1/M2 of stations on a given line (see previous
networks appear to be more exposed to slide vs. graph opposite). Paris - Line 1 MP05 (Alstom)
Taipei - Wenhu Line
this type of constraint. Lyon - Line D MPL85 (Alstom)
Paris - Line 14 By optimizing acceleration and braking
Short distances between stations help Barcelona - Line 9 Série 9000 (Alstom)
Barcelona - Line 9 times, driverless metro lines increase the
operators to maintain reasonable travel
Low speed
average commercial speed of “dense” Milan - Line 5 AnsaldoBreda
Dubai- Green line
times between stations at low speed. They lines. DT3 DT3-F (Siemens)
Nuremberg U3
also limit infrastructure wear and reduce Vancouver - Canada Line
High commercial speed entails additional Turin - Line 1 VAL (Siemens)
the resulting maintenance costs. Vancouver - Expo Line
London - Docklands
operating constraints. Operators manag- Light Railway
B2007 (Bombardier)
Vancouver - Millenium Line
ing low-speed lines only may find it dif- Lausanne - M2 Be 8/8 TL (Alstom)
Dubai - Red line ficult to effectively operate high-speed
0 5 10 15 20 25 30 35 40 45
lines.
400
00
800
0
00
600
00
00
200
00
1,8
1,6
1,2
1,0
1,4
Average = 33.1km/h
Average = 967m
ATM Keolis Serco TL
Europe
BCRTC SNC Lav. TBM TRTC
North America
GTT RATP Tisséo VAG
Middle East
Asia
42 43driv e rless metro lines generally pr ovide improv e d acc e ss The choice of infrastructure Estimated Fraud Rate (in %)
fo r pass engers access is crucial to fraud rates.
Average = 4 %
Open systems* fostering an
London - Docklands
Low Average High enhanced customer experience Light Railway OPEN SYSTEM
Accessibility Accessibility Accessibility lead to poor results in this Nuremberg - U3
respect
Nuremberg - U2
Platform access gates are decisive in the
fight against fraud.
10% of the lines surveyed have 3% of the lines analyzed have 87% of the metro lines Milan - Line 5
limited accessibility: fewer than average accessibility: more than analyzed have high The two networks still without these gates
80% of the stations are equipped 80% of the stations are equipped accessibility: more than 90% Copenhagen - M1/M2
(Lille and Rennes) have fraud rates of over
for people with reduced mobility for people with reduced mobility of the total number of stations 10%, compared with 7% for networks with
are equipped for passengers Paris - Line 1 / Line 14
gates. However, the DLR line in London
with reduced mobility remarkably has the lowest fraud rate
Lausanne - M2
despite lacking access gates.
Toulouse - Line A / Line B
The installation of access gates is often
a joint decision by the operator and the
Barcelona - Line 9
transport authority. Access gates appear
to be much more effective at limiting
Turin - Line 1
fraud than an increase in (often random)
ticket inspections by the operator. Vancouver - Canada Line
The socio-economic characteristics of Vancouver - Expo Line /
the cities and neighborhoods served by Millenium Line
the metro line are also a key factor in this
Lyon - Line D
respect, with the fraud rate varying on the
same line from one station to the next.
Station accessibility is generally related to infrastructure and thus to the transport authority’s Rennes - Line A OPEN SYSTEM
Operators are powerless against this vari-
approach to the issue. However, the availability of the implemented solutions results from
able but it does negatively impact their
the performance of operators. Besides the fact that this availability remains difficult to measure, Lille - Line 1 / Line 2 OPEN SYSTEM
operations over the long term.
the metro lines analyzed have high accessibility as a whole, resulting from standardized 0 2 4 6 8 10 12 14 16
construction compliant with new standards and good rolling stock access (reduced distance
between platform and train). Europe North America
* A system is considered as “open” if access to the metro network is not controlled by gates.
44 45Service reliability
and quality performance
French driverless metro Grades for Reliability and Service
lines are extremely reliable, Quality Performance* (ou t of 5 )
**
a quality reinforced by d
lity
e nctua eing twork
Gr a Pu Ag ne
expertise in the operation London - Docklands
4.2 99.11 % / 30 yrs
Light Railway
of ageing networks Lille - Line 2 3.8 99.80 % / 28 yrs
Lille - Line 1 3.8 99.80 % / 34 yrs
Reliability and service quality are Lyon - Line D 3.8 97.23 % / 26 yrs
key factors in driverless metro Taipei - Wenhu Line 3.8 99.73 % / 21 yrs 35 - 46
line operational performance, Rennes - Line A 3.8 99.66 % / 15 yrs
determining: Toulouse - Line A 3.7 99.50 % / 24 yrs
Paris - Line 14 3.5 99.70 % / 19 yrs
// The passenger experience
Dubai - Red line 3.3 99.23 % / 8 yrs
// The rhythm of the service Dubai - Green line 3.3 99.83 % / 6 yrs
Vancouver - Expo Line 3.0 96.00 % / 31 yrs
Performance in this area is an oper- Toulouse - Line B 3.0 99.50 % / 10 yrs
ational signature that also creates Copenhagen - M1/M2 3.0 98.80 % / 15 yrs
the relational signature of the net- Turin - Line 1 3.0 99.90 % / 11 yrs
work: a memorable mass transit Nuremberg - U3 2.8 99.00 % / 9 yrs
Nuremberg - U2 2.8 99.00 % / 7 yrs
experience or, on the contrary, an
Paris - Line 1 2.8 99.70 % / 6 yrs
unpleasant experience encouraging
Lausanne - M2 2.7 93.00 % / 9 yrs
customers to use other transport Barcelona - Line 9 2.5 94.72 % / 8 yrs
modes. Vancouver - Canada Line 2.2 96.00 % / 8 yrs
Vancouver - Millenium Line 2.0 96.00 % / 15 yrs
Milan - Line 5 1.8 96.00 % / 4 yrs
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
ATM Keolis Serco TL
BCRTC SNC Lav. TBM TRTC
GTT RATP Tisséo VAG
*The sum of the grade attributed to reliability and service quality
(weight=1) and the grade attributed to the age of the infrastruc-
ture (weight=0.5) (5 corresponds to very old infrastructure).
** According to data availability and/or reliability, the figure may
concern punctuality, availability or regularity (see glossary for
definitions).
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