Barcelona Transport System, Spain

In 2003 the transport system in Barcelona has two major projects underway and several upgrades and enhancements of existing transport systems. The first project is the extension of the Barcelona Metro system. The second project is the construction of a new tram network for the city. The upgrades of existing transport systems include the provision of gas powered buses on some inner city routes and the upgrade of mainline rail networks in the city, particularly the Mediterranean corridor between Valencia and Barcelona and a high-speed line from Madrid to Barcelona. The public transport policy in Barcelona can be seen to be one of increased integration; while there are several successful networks of tram, metro/light train and bus there is still a need to integrate them from the point of view of connectivity, exchange and tariff. These problems will be addressed in the new upgrades currently underway.

BARCELONA METRO SYSTEM

In May 1999 a new plan was finally approved for metro and light rail lines in the metropolitan area of the city by Autoritat del Transport Metropolita (ATM). The plan includes over 35km of new lines to be built over the next ten years, although some new projects were added in 2002. The investment will be €1.1 billion on infrastructure pus €200 million for rolling stock. Altogether 12 line extensions will be carried out.

These projects will provide connectivity to some under-serviced areas, which have developed since the last upgrade in 1971 (plans uncompleted) or have been identified as congestion hot spots. The metro project will include three new deep stations and two shallower stations. The aim in this project is two-fold: to extend the existing network and to integrate the light railway, tram and bus to give a successful integrated tariff system for fare collection.

METRO LINES AND EXTENSIONS

The extensions of existing lines and new stations are due to public pressure demanding a better service in more outlying areas of the city and also to provide better connectivity with the new double line tram network. Line 1 will be extended from Fondo to Badalona Centre and from Feixa Llarga to Pl. Catalunya in El Prat de Llobregat. Line 2 will be extended from La Pau to Pep Ventura and then connect with Line 1 at Badalona Centre further north. Line 3 will have an extension from Canyelles to Trinita Nova. Line 4 is to be extended from La Pau to the new high-speed rail station planned as Sagrera AVE Railway Station. In addition, another station is planned, called Maresme, which will be located between Selva de Mar and Besos Mar to serve the 'Forum of Cultures' exhibition due to be staged in 2004. Line 5 will be extended to Vall d'Hebron via Carmel and Teixonera-Coll; another station is to be built between Collblanc and Pubilla Cases called Cardenal Reig, which will interlink with the tram network (TramBaix). Line 8, the Metro del Baix Llogregat, will be extended into the city centre where it will be connected to Line 7 at Tibidabo. For Lines 9 and 10, plans include a new line running from the airport to Maria Cristina, Sarria and Lesseps and eventually to the planned Gagrera high-speed AVE Railway Station. Line 11, from Trinitat Nova to Ciutat Meridiana and Can Cuias, is to get a light metro, with a single track underground line and only double track at stations to allow trains to pass.

The tunnels will be constructed to full specification. Line 12 is to receive a new link from Sarria to Castelldefels. The new line will run for the most part underground and will run for 26km and 23 stations. The building work will be, by and large, over by 2008 with the trains in full operation.

INTEGRATED FARES

The integration of tariffs for the public transport system has been an ongoing project in Barcelona since its inception in 2000. The public transport system is operated by many different companies, therefore it was always going to be difficult to integrate tariffs and form a consistent fare policy. The first year, 2001, saw the introduction of a zoning system, integrated journey tickets with time limitation, integrated unlimited travel with time limit and ticket carnets for integrated journeys with no time limit. These initial ticket types were met with enthusiasm and the range of types is likely to be extended. There has also been, in late 2002/early 2003, an upgrade of ticket inspection and processing equipment at stations, platforms and terminals.

NEW TRAM NETWORKS

The tram network in Barcelona will consist of two sections; the diagonal Baix Llobregat (TramBaix) and the Glories-Besos section (TramBesos). The TramBaix network, a new tram line finished and due to enter service in 2003, is a 16.8km stretch of line having 35 stations, with the main axis being Placa Francesc Macia - Esplugues - Cornelia and branch lines from Sant Joan Despi - Sant Just Desvern, Sant Feliu de Llobregat - Cornella - sant Joan Despi.

The TramBesos network is due to be finished and in service in 2004 in time to service the FORUM 2004 exhibition. This line will be 14km long and will run from Estacio de Nord (city coach station) to RENFE station Sant Adria de Besos. The development of the tram network is ongoing and in 1995 a third line is due to be opened from Badalona to Ciutadella. Further into the future is a fourth line planned from Eastacio de Nord to Gorg Metro station.

TRAM NETWORK CONTRACTORS

The TramBaix network was planned in 1999 while the TramBesos network was planned in 2000. Both networks have been built and will be run as a concession by a consortium of companies called TRAMmet. TRAMmet members include ALSTOM, CGEA Connex, FCC Construccion, Marfina Arande, COMSA, ACCIONA NESCO Group, Entrecanales Cubiertas, ACCIONA Soler i Sauret, CGT Corporacion Generale de Transportes, GUIAVIA, Bansabadell Inversio Desenvolupament and Societe Generale.

TRAM NETWORK FINANCE

The TramBaix network initial finance deal was 160 million Pesetas in 1999-2000, while the contract for the TramBesos network was worth €200 million. Both of these contracts were awarded to TRAMmet on a build, operate and transfer basis. ALSTOM has been awarded the contracts on both networks for the provision of tramsets. The TramBaix network will get 19 Citadis trams and electromechanical equipment in a deal worth €92 million, while the TramBesos network will get 18 Citadis trams in a deal worth €46 million. ALSTOM will also carry out systems engineering on the electromechanical equipment on TramBesos for an undisclosed sum.

TRAM NETWORK TECHNOLOGY

The trams are to be supplied by ALSTOM and will also be maintained by the company over a period of 25 years. The trams are ALSTOM Citadis model 302, modular composition, bidirectional with doors on both sides and two driving cabins. The length of the vehicles is 33m, the exterior width is 2.65m and the capacity is for 218 passengers, 72 seated and the rest standing. Commercial speed is 20km/h, maximum speed 70km/h and operation speed in the city 50km/h. The tracks will be standard gauge 1,435mm laid upon rubber pads fixed to concrete blocks and linked by steel spacers using elastic rail clips. The trams will be designed to give good access for disabled people and for bicycles and prams. The initial passenger load is expected to be 19.4 million passengers per year over the two networks but this is expected to rise to 21 million by 2018.

GAS POWERED BUSES

Barcelona has used buses powered by compressed natural gas since their introduction into the public transport system in late 2001. The buses are run by Transport Metropolitans de Barcelona (TMB), a private company responsible for 90% of the public transport in the Barcelona metropolitan area; it is a highly successful example of a public-private partnership providing an outstanding service. The gas buses are powered by tanks installed in the roof space of the vehicle. TMB is also collaborating with Daimler-Chrysler to develop and test buses powered by hydrogen fuel cells (for pollution-free operation).

Along with nine other European cities, Barcelona is a member of the CUTE (Clean Urban Transport for Europe) project. This project researches and develops programmes of buses powered by fuel batteries (hydrogen).

NEW NIGHT BUS SERVICE

In 2003, addressing a strong public demand, ATM approved the introduction of a new night bus services, called the Nitbus, that compliments the already-existing network in Barcelona and surrounding areas. The project aims to harmonise the closing period of all heavy and light rail services in the Metropolitan area at midnight, and to replace them during the night with 17 bus routes. These bus services are part of the integrated fare system and have a frequency of at least one bus per hour and per direction; all buses start from the Placa de Catalunya in the centre of Barcelona.

BUS OPERATIONAL AIDS

During the last quarter of 2002 the ATM began the implementation of new operational aids systems in inter city buses running within the integrated fare zone of the Barcelona Metropolitan area. The first step was to equip 489 buses with Global Positioning Satellite systems (GPS), communication technology and on-board information services and also 80 information screens at main exchanges and terminals. This is the way in which the ATM will integrate 27 separate operators of intercity buses to simplify the exchange of information about time tables and services, simplifying the use of the bus network for the public. The total cost for this project is €5.41 million.

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