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may purchase a ticket from a machine or agent and then proceed through a control line where ticket val- idation machines are located. The validation is good for a certain trip or period of time depending on the ticket type: one way, daily, or extended pass. This honor system enjoys a high level of customer coop- eration and is enforced by ticket checking. The con- trol line is barrier free, with small widely spaced ticket validation devices on waist high pedestals (see Figure 10). This open concept accommodates an ex- ceptionally high two-way volume of customer traf- fic and greatly enhances the spacious architectural feel of stations. However, the agency is currently considering conversion to a gated control line for improved security and control. Currently, single trips cost t0.70 and can only be used on a specific mode, whereas daily (t2.9) and monthly (t35) are cross-honored among the bus, electric bus, and metro lines. Smart cards are also planned, with system-wide roll out expected after the 2004 summer Olympics. Fare collection on Line 1 in Naples is accom- plished with a closed/gated control line. Tickets and passes are dispensed by machine. The new inte- grated fare system creates single-ticket destination zones, with complete mode equity and sharing within zones. The zonal concept utilizes time- distance tickets. In the future, it is planned to extend the integrated fare policy to the ferries. The fare control system in Rome is a closed de- sign with gated turnstiles. The ticket validation sys- tem is time based, and the system is integrated with surface modes. Milan utilizes a closed control line fare system. The fare media is a locally dispensed time-based ticket that is validated at the control line. This sys- tem employs self- enforcement. According to ATM officials, customers who fail to pay, particularly on surface modes, will be quite visible to their fellow passengers and âpunishedâ by the âblush factor.â An integrated fare system for seasonal tickets is cur- rently in operation. An electronic ticket or smart card system is now in the design and testing phase. A system-wide roll-out is expected to begin in 2004. STATIONS Facilities/Infrastructure Athens In Athens, system control indications are cen- tralized at a station manager control room. The tran- sit agency gives visual and spatial prominence to this function in the station environment. The station manager has indication for local ROW power and signals, as well as a full spectrum of control for sys- tems supporting that station. Controls include sta- tion lighting, fire-life-safety, elevators/escalators, fare control, and extensive CCTV and public address/information systems. The stations are equipped with state-of-the-art communication sys- tems that ensure radio and cable communication be- tween the Operation Control Center (OCC) and the various personnel located along the alignment. Customer information systems in the station are primarily directed to the platform area. Fixed sign- age is enhanced by audio messages and electronic signage. The base line systems are currently being retrofitted with the more versatile electronic signage that has been developed as part of the line extension projects. Also, cellular phone companies have in- stalled transmission devices in stations and tunnels so customers can receive reception while riding the train. AM charges the cellular companies a user fee for this service. CCTV is a key element of the station infrastruc- ture. Cameras are deployed throughout a station to monitor crowding, security, and operations. The customerâs perception of safety and control was a key criterion in the development of CCTV stan- dards. The newest stations make even greater use of CCTV, deploying in some cases nearly twice as many cameras as the earlier stations. 16 Figure 10 Athens open fare control line for ticket validation.
All 20 stations are supervised by station atten- dants. Additionally, each station has a station mas- ter. The station masterâs responsibilities are similar to those of the controller in the OCC. The station master has the ability to turn off power to the third rail in the event of an emergency. The station mas- ter can control the movement of trains and has the ability to control the ventilation systems within the station. Special consideration has been given to people with special needs and senior citizens. The metro system has 146 escalators and 70 elevators, emer- gency telephone sets, and special ramps at critical points. Additionally, stations are equipped with warning striping on the platform floors and special spaces within the train vehicles. AM places great emphasis on cleanliness in the metro stations. In an effort to keep the sanitation standards high, the consumption of food and bever- ages is forbidden in the stations and the trains. Smoking is prohibited throughout the network. Littering, graffiti, and destruction of property are prohibited. Pets can be carried on the train only in a pet container. Finally, much effort in the design of the stations is devoted to complement the local urban street- scape. Where possible, natural ventilation and plant materials have been introduced in a âbio-climatic approach.â This includes utilization of adjacent open space elements. Naples Station equipment controls for Line 1 in Naples are centralized at the station managerâs location. Generally, these booth-type facilities are placed next to the entry control line. The station manager has a direct line of sight of customers entering and exiting the system. The booth has an open appearance, and the manager is readily available for interaction with the customer. Local signal and ROW power indica- tions are provided at the station managerâs location, as are comprehensive status indication and control of station equipment systems (see Figure 11). The control function is aided by extensive CCTV, pub- lic address, and point-to-point telephone/intercom access located throughout the station complex. Access to most of these systems, including CCTV, is available at the central control center; however, the station manager is expected to act as the first line of supervision and response. 17 Figure 11 Station manager control booth console. Figure 12 Guideways for the visually impaired at a station in Naples. Detectable strips/guideways are present through- out the stations in Naples. These rubber strips with grooves guide visually impaired customers to train doors and elevators. The passenger simply slides the cane along the grooves (see Figure 12).
Rome On Lines A and B in Rome, station control rooms are located in the area of the fare control line. The station manager has extensive supervisory con- trol of station subsystems. CCTV monitors provide surveillance throughout the station. Line C is ex- pected to utilize more extensive CCTV coverage than do the existing Lines A and B. Also, Line C will mainly have center platforms, whereas Lines A and B have a variety of center-to-side and side-to-side platforms. Milan As in Athens, Rome, and Naples, stations in Milan are equipped with a station control room for the management of the station environment; and the station manager is the first line of response to events in the station. Virtually all the local station controls for Line 3, including lighting, smoke detection, equipment indications, and communications, are also available at central command. Plasma screens have been installed at selected locations to provide real time information and for the coordination of surface transit arrival times. The platform orientation varies at Milanâs sub- way stations, even on the same lines. Some stations are accessible to handicapped passengers; some are not. Accessibility is accordingly depicted on the transit maps. Some stations have guideways for vi- sually impaired customers. There are pay bathrooms at the stations. Intermodal Connectors Athens In Athens, in addition to Lines 2 and 3, an older line, metro Line 1, operates from Kifissia to Piraeus. This line has been in operation since 1904 and is 25.6 km long with 23 stations. Daily ridership totals 330,000 passengers. Although the study team did not participate in meetings with the company that operates Line 1, AM officials did make reference to the importance of providing Lines 2 and 3 with con- nections to Line 1. For instance, interline transfers exist between Line 1 and Lines 2 and 3 at Attiki, Omonia, and Monastiraki stations. When Lines 2 and 3 opened, the passenger load on Line 1 in- creased by 15%. There are 10 bus-to-metro intermodal stations, most of which are on the outlying legs of Lines 2 and 3. Line 2 intermodal stations are Dafni, Sygrou- Fix, Attika, and Sepolia. Line 3 has intermodal sta- tions at Ethniki Amyna, Katehaki, and Panormou. An intermodal station provides for transfer at the Larissa station between Line 2 and the Hellenic Railway. Larissa also serves as a transfer point to diesel and electric buses as well as taxis. In addition, metro riders have numerous informal intermodal transfer opportunities as stations are situated adja- cent to major bus routes operating on nearby streets. An effort has been made to relocate bus stops close to station entrances to enhance transfers. The most unusual intermodal operation involves the metro extension of Line 3 to the airport utilizing the suburban railway. As a result of this line, a major intermodal center is currently being constructed along a toll road median (see Figure 13). This facil- ity will include a station serving both the suburban rail line and Line 3, a bus hub, and a 2,500-car- capacity parking garage. Intermodal transfers are a key element of AMâs immediate and long-range plans for the public trans- port system. In 2004, intermodal connections will include bus transfers at almost all metro stations, major park-and-ride facilities at five metro stations, interline transfers, intercity rail transfers at Larissa, suburban rail transfer at Plakentras, and tram con- nections at Sygrou-Fix. By 2007, additional park- and-ride facilities will be constructed, along with a tram connection to a metro transfer point at the site of the old airport. Finally, a metro transfer station at Ag. Savas will connect to the intercity bus terminal. 18 Figure 13 The intermodal airport station under construction.
Naples When Naples started planning for an integrated public transportation system, a number of transfer points between the old rail line and new subway lines were established. Beyond the transfer oppor- tunities between the metro rail lines, the metro will eventually extend to the airport, Capodichino Aeroporto. Also, a new metro station is located one block from the ferry terminal, facilitating a rela- tively easy transfer. In addition, as Line 1 is put into operation, bus routes are reorganized to connect to the stations. The MTPN emphasizes the importance of inter- modal transfers. For example, while the number of railway kilometers increased from 63.5 in 1996 to 75.5 in 2002 (19.8%) and tram kilometers remained static at 15, the number of railway interchange nodes grew from five to eight (60%) and park-and-ride nodes grew from one to four (300%). By 2011, rail- way kilometers will grow to 90 (19% over 2002) and tram kilometers will double to 30. But railway in- terchange nodes will grow 125% to 18 over this same time period, and park-and-rides will again grow 300% to 16. The plan for the Campania region projects an 18% increase in railway kilometers (1,179 to 1,392 km) between 2001 and 2010, with 28 new park-and-rides and 21 new bus-to-rail trans- fer nodes. The impact on the modal share due to the addi- tion of public transport facilities is expected to in- crease the public transport share in Naples from 36% today to 51% in 2010. The overall public trans- portation mode share for the Campania region is ex- pected to increase from 20% to 33%. Rome In Rome, suburban bus lines have intermodal transfer points to the two metro lines at six locations mostly located near the end of the lines. Similarly, eight park-and-ride lots are located on the metro lines with adjacent bus facilities. Two regional rail/suburban bus park-and-ride transfer facilities exist, as well as three metro/regional rail transfer fa- cilities. Intermodal transfer facilities between re- gional rail or the subway and the national railway exist at three locations. Line C will have intermodal transfer facilities with buses, trams, park-and-ride, and regional rail. There will also be four interline metro transfer stations. As a unique intermodal development and con- gestion mitigation strategy, Rome has created a ring road around the center of the city. In addition to pro- viding a bypass around the core, it also serves as a checkpoint for tourist buses and for nonresident autos. The tourist buses must pay for a permit (the cost is based on where in the central city the bus is traveling) and nonresidents must pay for an elec- tronic tag for their autos. Autos are permitted to pass through without payment during the night hours, but are precluded from parking. The metro lines operate within the ring. At points on the ring, intermodal transfer facilities exist with city buses, park-and-ride lots, and metro trains. Within the central city, there are numerous op- portunities to transfer between modes due to metro stations being located adjacent to bus stops. In addi- tion, bus stations, usually at grade and open air, are located at metro stations and near rail stations. Finally, access to the international airport is pro- vided by regional rail from the center of Rome. Milan All three operating metro lines in Milan are ra- dial. There are five park-and-ride lots located at outer stations on metro Line 1 and four interurban bus intermodal facilities, two of which are at park- and-ride lots. In addition, Line 1 has a regional rail connection at Maggio, an urban railway connection at Venezia, and an urban railway system connection at Codorim. It also has interline connections to Line 2 at the Loreto and Cadorna F.N. Triennale stations. Metro Line 2 has six park-and-ride lots and four in- terurban bus intermodal facilities at the outer sta- tions. Line 2 also has one intermodal connection with the regional railway and interurban buses at the national railway terminal and an intermodal con- nection with regional rail at Porta Genova. Metro Line 3 originates in the city center and has one park- and-ride at the outermost station, which also has an interurban bus station. In the city center, there are two interurban bus intermodal facilities on Line 3, including one at the central railway station that also permits interline transfer to Line 2 and offers con- nections to buses to Malpensa, Linate, and Orio Al Serio airports. In total, there are 12 intermodal park-and-ride lots, 13 interurban bus intermodal facilities (many in combination with other modes), 8 interconnections with the rail system, 3 intermodal connections to 19
airport-bound buses, and 1 rail connection to the in- ternational Malpensa Airport. Within the city, there are also many informal opportunities for transfers from the metro to the tram and bus lines. At the main railway station, a passenger can transfer to either of two metro lines and a number of bus and tram lines. Auto parking is also provided at the railway station. Completing the picture for intermodal transfer is the Malpensa Airport express rail line, which stops at the two major railway stations that are also inter- modal transfer stops. Art Athens and Naples use stations as cultural cen- ters by showcasing archaeological findings and works of art. Art is also displayed at stations in Rome and Milan, but not to the extent of Athens and Naples. Athens When it comes to art, AM maintains a philoso- phy that trains and stations should be attractive and aesthetically pleasing to enhance the riding experi- ence of passengers. AM believes this attitude en- courages repeat use and will attract new riders. Because numerous antiquities were unearthed during the construction of the metro system, AM de- cided to display significant historical remains at the stations where the artifacts were discovered. Five cen- tral metro stations are considered station-museums because of these exhibits. In addition, three open archaeological sites are located next to metro sta- tions. The team visited the Syntagma station, where many significant findings are presented. The items on display range from Submycenaean graves from the 11th century B.C. to terracotta pipes from the Pisistratid aqueduct, which dates back to the end of the 6th century B.C. (See Figures 14 and 15.) In addition to exhibiting the findings from the excavations, modern artwork by famous Greek artists is on display at 12 stations. Eventually, the art program will be expanded to include all stations. Sculptures, ceramic tiles, silk-screened works, and paintings are located on the platforms, transfer areas, and concourses and outside the stations. A stunning piece of art, Aethrio (Atrium) by George Zongolopoulos, viewed by the team at the Syntagma station, consisted of umbrellas and metal stairs in- side a large circular area covered in mirrors (see Figure 16). 20 Figure 14 Display at Syntagma station highlighting the different historical eras of Greek civilization. See Figure 15 for an enlargement of the outlined section. Figure 15 Terracotta pipes from the Pisistratid aqueduct. Naples Art is an integral component of station design in Naples. Both the Deputy Mayor of Naples and offi- cials at MN stressed the importance of making the public transport system a âliving civil monumentâ and stations âa meeting point between people and art.â A priority for MN is creating a design scope that often extends beyond the actual limits of transit infrastructure and into adjacent neighborhoods. International architects were hired for each new station and the architects were given total responsi-
bility for designing the stations. The architects chose the colors, art work, and materials. In addition, the architects took into account the neighborhoods sur- rounding the stations so that the designs would be both functional and aesthetically pleasing. To illus- trate the importance of incorporating art into the sta- tions and neighborhoods, the team received a tour of several new stations. The Dante and Museum stations were designed by Gae Aulenti. At the Dante station, he incorpo- rated a pedestrian zone, used glass entrances to en- hance lighting, and included works by five contem- porary artists. A special feature of the Museum station, currently under construction, is a passage- way from the station to the national museum. Once completed, it will include an array of photos by four Neapolitan photographers. The Museum station has also restored life to a blighted area and is a good ex- ample of the regeneration of neighborhoods. The area now contains a beautiful garden, a café, and a new post office. The architect for the Salvator Rosa and the Materdei stations was Atelier Mendini. Although he used similar materials, shapes, and construction fea- tures at the two stations, he created a unique style for each one. The underground areas are modern, and the above ground design complements and incorpo- rates the surrounding neighborhood. For example, at the Salvator Rosa station, a long enclosed escalator was installed that forms an aesthetic link from the station to the neighborhood (see Figure 17). The Materdei station has two entrances from the same square. Traffic was redirected to create a 21 Figure 16 Aethrio (Atrium) by George Zongolopoulos. Figure 17 The escalator that links the Salvatore Rosa station to the neighborhood. Figure 18 Designs along the pedestrian square at the Materdei station. square with a pedestrian zone decorated with ellip- tical forms (see Figure 18). The exterior of the sta- tion includes a colored glass spire, colored panels, and a statue (see Figure 19). Again, the surrounding neighborhood was decorated to complement the sta- tion design. The interior is enhanced with mosaics, silk-screens, and wall coverings. The design of the Cilea-Quattro Giornate Station was done by Domenico Orlacchio. Again, traffic was diverted to create a pedestrian area, and much of the art displayed at this station represents the his- tory of Naplesâ fight for freedom.
Rome and Milan In Rome, many colorful mosaics adorn the sta- tions on Lines A and B. At the Magliana station there is a mosaic by Lossonczy Tamas depicting dancers with the sun and clouds. The Colosseo sta- tion incorporates a very vibrant mosaic by Piero Dorazio. In Milan, the team observed a large color- ful sculpture of a needle and thread outside one sta- tion. ATM also incorporates culture into its public transport system by restoring historic trolleys from different eras. These trolleys are used for tours and special events. Safety and Security Minimum safety and security standards are de- fined by the EU for its member states. These regula- tions require that railway safety be maintained and continuously improved. Each member state is re- quired to establish a safety authority, known as the Ministry of Transportation (MoT), which is respon- sible for regulating and enforcing the EU safety standards. In addition, the MoT has the authority to impose penalties on transit agencies that violate the safety provisions, and it can authorize amendments to the EU safety standards. The EU sets Common Safety Targets (CST). These targets represent the minimum safety require- ments the member states must meet. They are ex- pressed in terms of risk-acceptance criteria for pas- sengers, staff (including contractors), users of at-grade crossings, unauthorized persons on rail- ways, and other risks that pose a liability. Member states have the option of setting higher target levels. In addition to the CST, public transit agencies also are expected to comply with the EUâs Common Safety Indicators (CSI). These requirements pertain to acci- dents, incidents, near misses, and technical safety of infrastructure. Examples of the indicators used for technical safety of infrastructure include percentage of tracks with ATP in operation, percentage of train kilo- meters using operational ATP systems, number of level crossings, and the percentage of level crossings with automatic or manual protection. The EU standards also require each transit prop- erty to possess a Safety Certification Certificate (SCC). A transit agency receives the SCC after de- veloping a safety plan that meets, at the very least, the minimum requirements of the common safety targets and indicators. The EU standards also require the public transit agency to submit an annual safety report to the MoT. The report describes the safety targets, indicators and the results of an internal audit and observations made regarding operation defi- ciencies and malfunctions. Athens In order to avoid any unexpected danger within the transportation system, AM incorporates numer- ous safeguards into the design and construction of its subway system. In addition, AM will institute new and innovative safety and security procedures dur- ing the upcoming Olympic Games. As mentioned previously, AM utilizes a CCTV monitoring system in all 20 stations. All cameras are supervised at the individual stations and a central operations control center. In addition to camera sur- veillance, security guards closely monitor stations. These security guards coordinate live surveillance with the transit police station located at a central sta- tion. The station security guards are trained not only to deter passengers from fare evasion but also to de- tect and prevent any other illegal or suspicious ac- tivity. There are 80 uniformed security personnel who are available for assistance within the stations and trains. Police personnel positioned in stations also include special guards of the Greek Police. Additionally, trained, nonuniformed members of the Athens State Security Force assist in patrolling Lines 2 and 3. Through the use of video and audio surveillance systems, the police and station security personnel are also able to observe passengers and activity in the tunnels. Attempting to ensure the safety of the riding public, each station is outfitted with an automatic 22 Figure 19 Example of painted buildings surrounding the Materdei station.
fire detection system. As a part of the fire detection system, there is an automatic fire extinguishing sys- tem in all high-risk areas. These automatic extin- guishing systems are located primarily in the walk- ways and at the entrances and exits of each train platform. The engineers and staff at AM believe that these fire prevention devices create fire-resistant train stations. Emergency ventilation is provided by a system of fans in the tunnels and stations that is de- signed to direct smoke away from passengers in the event of a fire. Fire-life safety systems in stations are both pas- sive and active. Automatic protection systems are designed for high-risk areas, and dry standpipes and smoke detectors are extensively deployed. Fire alarms are readily accessible to customers. Fire safety systems are designed to help contain fires within zones, thereby creating âsafe zonesâ for cus- tomers in the event of a smoke or fire emergency. âHelp-pointâ intercoms and alarms are also located in stations and train cars. All stations are equipped with public address systems that allow continuous communication with passengers. In the event of a fire or explosion, the public can be advised immediately. The operations personnel have been properly trained to deal with emergency situations. All stations are equipped with emergency plans. Because of the large crowds expected during the Olympic Games, public transportation officials will be introducing additional security measures to re- duce the risk of harm to passengers. The security force will go through extra drills to better manage crowd control. All stations and the train depot will be equipped with security fencing. New and louder alarms will be installed in the stations. There will be limited access to certain âcontrol criticalâ areas in the train stations. Additional cameras will be acti- vated and monitored by a new security control room. Explosive and chemical detectors will be installed in all stations, and emergency escape markers will be placed in all train cars. These security measures are targeted to be in place by June 2004 and will be maintained after the Olympic Games. Naples MN officials stated that safety issues and secu- rity concerns are an integral part of the planning, de- sign, and construction of the system. Because of this, no accidents have occurred since 1993, when the original 4-km line opened. All stations are monitored via video surveil- lance. There are approximately 40 cameras in each rail station. The cameras record a 6-day period. If an accident is reported within that time, it is likely that it will be on record with the central control center. This system not only serves to protect against false accident claims but also serves to deter crime. Future improvements to the metro system include transmitting CCTV images directly to the police. Although the EU has issued safety standards for public transport systems, MN officials indicated there is no specific legislative language pertaining to intentional attacks on the system. Regardless of the lack of EU requirements, transit agency personnel indicated they plan for such events. In an effort to be proactive regarding handling a sudden emergency, the agency was in the process of conducting its first emergency evacuation simulation. By simulating a worst-case scenario, the agency planned to assess management response and its ability to evacuate passengers safely and quickly. Agency officials also indicated that periodic simulations of emergency sit- uations are conducted that focus only on coordina- tion and collaboration between the police and fire departments and emergency medical services. At each station there is a safety officer on duty 18 hours/day. In the event of a fire or bomb, designated safety personnel direct the evacuation. Stations are equipped with emergency exits and ventilation sys- tems. There are also evacuation routes. Oxygen tanks are available for emergency personnel. Fire-and-smoke safety systems in stations in- clude fire alarm areas, which are locally activated smoke control barrier systems that aid in compart- mentalizing station areas as safe zones for evacua- tion (see Figure 20). The stations have a fire detec- tion system that is connected to a sprinkler system. In the event of a fire, air is forced throughout the ventilation system to keep smoke away from pas- sengers. Fans are regulated to perform in a comple- mentary series of pushing or pulling actions in the event of a fire or smoke emergency to help provide a safe evacuation path for customers. The timely detection of a fire or smoke emer- gency is fostered by thermo-sensitive cables in tun- nels. Fire detection information is integrated with the continuous train identification and location data supplied by the control system. Ventilation systems are also complemented by active fire suppression systems. A system of hydrants is distributed at reg- ular intervals along the alignment. 23
Nothing in the Naples metro stations is made out of flammable material, and all stations are constructed to resist earthquakes. Even luggage rooms are built to withstand dynamite. To illustrate the priority of safety at MN, even an art display of three old Fiat automobiles is totally nonflammable; all flammable materials, including the tires, have been retrofitted with appropriate look-a-likes. Rome In Rome, monitoring and making improvements to the transportation system is an ongoing effort to en- sure the safety of the riding public from intentional at- tacks or dangerous situations. To ensure compliance with the EU requirements, the designers, engineers, and operations personnel implement more restrictive safety standards. Trains and stations are equipped with sophisticated surveillance systems. The control center is utilized to inform passengers of emergencies or dangerous situations. Inside train stations, evacua- tion routes are clearly marked. Milan Like the other public transportation systems around Europe, Milan actively monitors and records the activities and movement of people within the public transport system. The network of video cam- eras has been increased to more than 300 on Line 1, approximately 440 on Line 2, and 580 on Line 3. Emergency interphones connecting passengers with the operation control center have been installed in- side the passenger compartments of all the under- ground cars: 330 cars on Line 1, 264 cars on Line 2, and 123 cars on Line 3. In particular, Line 3 also uti- lizes intelligent imaging processing that provides a signal to the station agent or command center in the event of an unusual occurrence. Indicators and SOS signs have been installed in all stations (see Figure 21). Video surveillance is utilized to assist the re- sponse process. Patrolling the system is the respon- sibility of the police. Fire protection in Milanâs stations is similar to that in Naples. Compartmentalization systems uti- lizing water are deployed to create safe zones in the event of smoke and fire conditions. If a train catches fire, smoke detectors activate sprinklers at the top and sides of the doors and passageways at the plat- form. This system creates a wall of water to prevent smoke from traveling from the train tunnels into the passageways beyond the platforms. As a key component to ensuring safety, the agency requires safety training for all operators. The training 24 Figure 20 Station smoke/fire barrier in a station in Naples. Figure 21 Milanâs station SOS intercom.