INTRODUCTION – Europe Light Rail Vehicle Market 2021-2026
A light rail transportation system consists of trolleys, streetcars, or other, generally electric modes of conveyance, the tracks of which are mostly on surface streets shared with other modes of transportation.
Light rail vehicles, sometimes known as trolleys, have the same rights and obligations as other vehicles on public roads. Although everyone is required to observe the same traffic regulations, trolleys necessitate unique handling abilities.
Light rail mode is inferior to buses for operation in mixed traffic on surface streets. on the lines with partial or full separation light rail offers a quality-of-service superior to that of buses.
This feature is a more important advantage than its higher capacity, and it is the major reason for the use of light rail in European cities.
For such lines bus mode requires lower investment, while light rail has lower operating cost, mostly due to lower labor requirements.
Many European cities have been systematically modernizing their light rail systems; some of these systems already have travel speeds as high as 25-31 mph, transporting capacity of up to 18,000 persons/hour, high reliability, and other features similar to those of rapid transit.
This high type of service has been achieved mainly through provision of rights-of-way partially or fully separated from automobile traffic and construction of modern light rail vehicles.
EUROPE LIGHT RAIL VEHICLE MARKET DEVELOPMENTS AND INNOVATIONS
|Overview of Development
|Region of Development
|Possible Future Outcomes
|CAF wins almost €200m of light rail contracts in Germany
|SPANISH manufacturer CAF has won two light rail contracts in Germany worth almost €200m in total. The first, is for 51 LRVs for the German operator Ruhrbahn that will operate in Essen and Mülheim an der Ruhr. The 51 LRVs will be delivered between 2024 and 2026 and will be used by the largest transport operator in the Ruhr region. The bi-directional, low floor, 28m-long vehicles will have capacity for 173 passengers including two spaces for wheelchairs or prams. They will also be fitted with driver assistance systems and rear-view cameras instead of mirrors.
|Europe – Germany
|This would enhance better innovations
EUROPE LIGHT RAIL VEHICLE MARKET DYNAMICS
|The Rostov-na-Donu Tramway network is to be extended in the construction of new residential districts as a transport strategy.
|Siemens Mobility has been partnered with ViP Verkehrsbetrieb Potsdam GmbH in order to present a project regarding the “Autonomous Tram in Depot”.
|Skoda Vagonka is set to open the largest machining center in Europe.
This impressive market share undoubtedly helped to persuade ERRAC stakeholders that some particular studies on urban railway systems would be of considerable value and interest to the railway community.
These investigations were carried out under the auspices of the ERRAC working group 2 (WG2), which was led by Jonathan ELLIS of the UK Strategic Rail Authority.
The goals of WG2 are to coordinate and evaluate the rail research and development programmes now ongoing in Europe in accordance with the ERRAC SRRA, or Strategic Railway Research Agenda.
Rail research and development must be increased to the level demanded by the European railways’ commercial and investment demands.
New lines can refer to: cities adopting LRT for the first time, or reintroducing them after a brief break or absence, or new lines being built alongside existing ones. New lines are being built or current lines are being expanded by 609 kilometres in 35 cities across the EU-15.
New routes or expansions are planned in an additional 74 cities (1337 km). Among these plans, 18 are already under construction, and 41 are proposed in cities that do not currently have light rail services, for a total of 59 new LRT systems.
By 2020, LRT development was anticipated to quadruple the length of existing lines and increase the number of LRT systems by 50% across Western Europe.
Several variables might explain the CEECs’ relative lack of programmes for system building and planning. One of these is a lack of finance, but it is safe to conclude that the existing high density of systems in these nations is an even more important problem.
The new member nations’ systems are rather dense in terms of the number of systems per million people (average of 0.5 system/1M persons) and track*km per million inhabitants (with an average of 31km per 1M inhabitants).
These average ratios are entirely equivalent to the averages in Germany and Belgium. The Czech Republic and Belgium, both with similar populations, have similar track lengths.
EUROPE LIGHT RAIL VEHICLE MARKET SEGMENTATION
The Europe Light Rail Vehicle Market can be segmented into following categories for further analysis.
By Rail Technology
- Tram Technology
- Single Line Rail Technology
- MonoRail Technology
By Product Classification Usage
- Inter City Line
- Inter Connecting Cities Line
By Ground Clearance
- Low Floor
- High Floor
- New Placement
- Maintenance and Repair
RECENT TECHNOLOGICAL TRENDS IN EUROPE LIGHT RAIL VEHICLE MARKET
|Siemens Mobility has awarded €270 million for modernizing the Oslo Metro with the aim of digitizing the train control system.
|Bratislava Transport has awarded Skoda Transportation for the supply of 30 single-ended and 10 double-ended trams for the metro network.
|Siemens Mobility has delivered 31 battery-operated trains to the East Brandenburg rail network.
|UK Tram is trying to improve the Light Rail strategy in the UK which is submitted to the Department of Transport later this year.
|In France, Alstom has won the first order of hydrogen trains for the improvement of sustainable mobility.
|Skoda Transtech Oy and Helsinki City Transport(HKL) have agreed for a new order of 23 Forcity Smart Artic X54 Light Rail Vehicles.
Light rail requires far less investment than rapid transit (no full grade separation is necessary), but its capacity and dependability of service are also substantially lower.
Light rail has the benefit of being able to be built sooner (owing to lower investment costs) and then gradually upgraded into fast transit when demand warrants and extra funds become available.
Because the two modes are technically extremely compatible, such a shift is simple, as has been demonstrated in various places.
A variety of solutions to all transition difficulties (various vehicles, high- and low-level platforms, control, and so on) have been created and successfully proven.
New systems are being included into LRV design and functioning to promote a safer environment for passengers, pedestrians, and road users alike.
These include tiredness detection, collision avoidance, speed control, and, on top of that, autonomous trams. We currently have autonomous rolling stock in operation, but the environment for a tram causes significant problems in removing the human control part from a vehicle.
There has been tremendous advancement in the advanced driver assistance system (ADAS) and autonomous driving sectors, allowing for real-world experiments with willing transportation operators.
Collision avoidance systems and speed control are two further advancements that either supplement or assist the autonomous notion.
Following the Croydon incident, when a driver’s microsleep contributed to the disaster, another developing technology to be observed in trams is fatigue detection.
These technologies are critical to the safety and functioning of a light rail network because they safeguard road users, pedestrians, passengers, drivers, and assets.
Typically, the system operates by sensing things in the LRV’s surroundings, tracking their rate of change and direction, and comparing that to the LRV.
While tiredness detection systems have been used in road freight, locomotives, and buses for some years, they are just now being required in trams.
This has been influenced in part by the Croydon accident, in which a microsleep was a contributing cause. The problem is gaining confidence (from drivers) and implementing a system that provides genuine advantages from its inclusion.
EUROPE LIGHT RAIL VEHICLE MARKET COMPETITIVE LANDSCAPE
|Mitsubishi Heavy Industries
|The revenue of Mitsubishi at the end of the first quarter was ¥851.7 billion and in 2020 the revenue was ¥778 billion.
|At the end of the third quarter the revenue of Talgo was €133.7 million and in the previous quarter the revenue was €146.2 million.
|The Total Income of CAF at the end of the third quarter was $546.6 million and in 2020 the total income was $891.7 million.
|At the end of the third quarter the net revenue of Randon was $2.48 billion and in the previous year the net revenue was $1.51 billion.
|Siemens Mobility has completed the acquisition of Sqills which is a leading rail software provider company.
|Alstom has completed the acquisition of Bombardier Transportation.
Railway operators, owners, and maintainers want to know about the current state of trains and infrastructure. Unexpected breakdown of crucial components like wheels interrupts regular operations and, in the worst-case scenario, results in derailment.
As a result, in-service monitoring of wheels has received a lot of attention in recent decades. Wheel in-service monitoring is divided into two categories: on-board and roadside measures. Aboard-board measurement refers to techniques of installing sensors on the train.
Bombardier is one of the leading developers of the light rail vehicle systems in the European market. Bombardier Transportation manufactures the Flexity line of light rail vehicles (LRVs).
LRVs have a larger passenger capacity and travel at faster average speeds. They are also operated as light or pre-metro services, with cars often passing through underground parts.
The Flexity light rail vehicles are used in a variety of light rail and tram networks around the world, including Manchester, Croydon, and London’s Docklands (UK), Cologne, Frankfurt, and Saarbrucken (Germany), Porto (Portugal), Bursa and Istanbul (Turkey), Stockholm (Sweden), Rotterdam (Netherlands), and Minneapolis (USA) (USA).
The Flexity light rail vehicle series comprises both low-floor and high-floor cars. The underframe is composed of corrosion-resistant steel, while the frame is built of carbon steel.
The cabin is made of stainless and carbon steel, with front sections made of glass-reinforced plastic (GRP). The cab, roof, and stainless-steel sidewall (with aluminium cover) are all constructed individually and attached to the steel vehicle body.
In the event of damage, the modules may be simply switched. The modular interior design allows for the integration of components based on the needs of the customer.
CAF Urbos is one of the leading LRV in the European Market which is focused on development of technological integrations. Urbos is a low-floor tram, which makes boarding and alighting easier because it is the same height as the platform.
The floor height of the Urbos TT and Urbos AXL models may be adjusted. The tram may become a distinguishing element, an integral part of a city’s identity.
The Urbos’s one-of-a-kind, distinctive design contributes to the enrichment and modernization of the image of the city in which it works, lending the city its own individuality.
Urbos has a contemporary, futuristic interior and exterior design, as well as a high level of passenger comfort. The Urbos design prioritises passenger comfort and safety.
With this goal in mind, this tram is outfitted with specially designed seats. Furthermore, all Urbos trams are equipped with heating and air conditioning systems to ensure maximum passenger comfort throughout the journey.