Copenhagen Metro
The Copenhagen Metro is the metro in the Danish capital Copenhagen. She was taken into operation in 2002 and consists of two lines. It is completely driverless and fully automatic. The metro is operated by the company Metro Service A / S, which is responsible for railways and trains; it is one of the Italian companies and Azienda Trasporti Milanesi AnsaldoBreda.
The metro is together with the S -tog brunt bearer of public transport of the city of Copenhagen. While the latter is serving the metropolitan area and mainly supplied from overhead wires with electricity, the Metro is more for the traffic in the city center as well as a connection to the new district Ørestad and Copenhagen Airport: thought (Danish: Københavns Lufthavn, Kastrup ). In addition, the current at the Metro on a side busbar flows.
- 2.1 prehistory
- 2.2 Award and Incorporations
- 2.3 Phase 1
- 2.4 Phase 2a and 2b
- 2.5 Phase 3 - Østamagerbanen ( Lergravsparken - Lufthavnen )
- 3.1 Phase 4 - City Ring (København H - Kongens Nytorv - Nørrebro - København H)
- 6.1 Literature
- 6.2 External links
- 6.3 Notes and references
Line network
Lines
The Copenhagen Metro consists of two lines. These driving on a main line with two branches at the eastern end. Currently, they together form a 21 -kilometer underground network with a total of 22 stations.
In addition to the underground metro lines operating in the city's numerous S -Bahn trains, called S -tog. The S -tog and Metro together form the backbone of the city and regional transport of Copenhagen. The metro is, together with the other public transport in Copenhagen at a traffic group, which is divided into individual zones. Transition possibilities between metro and S -tog arise at the stations Nørreport, Flintholm and Vanløse.
The Metro trains run around the clock. In urban area, the Metro goes through line bundling of M1 and M2 in a 2 -3- minute intervals, outside run every four and six minutes a train. On the nights of Monday to Friday at the trains! 0 clock to 5 clock in 20 -minute intervals, on weekend nights at 15- minute intervals.
Ridership
The ridership of the Copenhagen Metro rise steadily despite initial technical problems. Especially the possibility to take the bike, but also by the extension of the line numbers, for example, in the comparison of 2003 were up by 170 per cent after 2004. In 2002, about three million passengers were transported, in 2003 about 20 million, around 34 million in 2004, 2005, approximately 36 million in 2010 and finally 52 million. Scenarios see, moreover, that in 2030 88 million passengers are carried.
Stations
Currently (2009) there are 22 metro stations, nine underground stations, all of which - like the trains - after a draft of " Giugiaro design " were conceived and should be as timeless. According to Robert Schwandl this timelessness led to " [ ... ] an exaggerated monotony [ ... ]. Passengers to their station alone on the name to see the station sign. " The station signs are " Metro pillars ", which are located outside of the stations. The five -meter high columns were created by the Danish designer Knud Holscher and in addition to one electronic speed display a red-brown "M " and the name of the respective station. The perforated grid of columns at night illuminated in color from the inside out.
Every subway station should be as bright as possible and, as far as possible, without disturbing most commented -felt artificial light. This meant that many new design features have been incorporated into the concept. The metro stations are above ground characterized by the glass pyramids, shining through the daylight to the platform, since there are no mezzanine floors, with the exception of the station Frederiksberg. This is reinforced by a number of prisms, which also throw light. All underground stations are equipped with platform screen doors for security, open door flush after the arrival of the train. The underground stations are both in shallow depth of layer ( about 5 to 8 meters), as well as in layers of up to 20 meters. Are located at all stations elevators and escalators that lead directly to the surface, for the blind are also available ( guiding strips and Braille).
The 13 above-ground stations such as Metro Stations are also fully designed with glass, steel and concrete and also have escalators and lifts. Since no platform screen doors were installed, here is a security system called " Obstacle Detection System " installed, the obstacles or people seen on the tracks and immediately initiates a distress alert if needed.
Almost all platforms are designed as a central platform and 60 meters long. The only exception is Nørreport, there the platform due to the connection to the S -tog and function as a center station is 80 meters long. All stations are equipped with camera systems. Only at certain stations there are so -called "Metro stewards " who are responsible for passenger care and should cause a positive sense of security.
History
Prehistory
For decades it was in Copenhagen than necessary to open up the city by a rail transport - the tram was set similar to other Western European cities in 1972. At that time there was a plan to have the S -tog as in Berlin run underground through the center, which the city government, however, soon gave up. The reasons were the one hand the much larger tunnel profile on lines with overhead wires and thus a considerable financial burden on the other hand, that the S -tog was designed for systems with large breakpoint intervals and thus not for downtown or is. The connection should not only open the center in the East-West relationship better, but this one with the ever-growing population of the island of Amager.
Procurement and Incorporations
On June 24, adopted in 1992, the Folketing, the Danish parliament, a law for the construction of the new district Ørestad on the southern island of Amager. On 11 March 1993, was Ørestadsselskabet ( German: Ørestad Society) founded with the goal of expanding the infrastructure. This company is owned 55 percent of the City of Copenhagen, the rest is owned by the Danish government, in the person of the Minister of Transport. The company examined include the construction of a new means of transport, to also bind to the new district conveniently located at the center. There were variations, which provided for a revival of the tram, but also the introduction of a light rail was included in the plans.
Finally, the construction of an automatically operated metro was decided on January 3, 1996 under the best cost-benefit ratio. The contract was awarded to the consortium named Comet and the Italian company Ansaldo Trasporti and had a volume of about 2.94 billion Danish kroner (equivalent to approximately 394 million euros ). Advertised Comet stands for Copenhagen Metro Construction Group, is the company Tarmac Construction of Great Britain with Bachy, Ilbau, SAE International, Christiani & Nielsen and Astaldi are included. These are responsible for the construction of the elevated railway, tunnels and stations, Ansaldo Trasporti, however, for the automatic operating system and the trains. Ansaldo Trasporti addition is required to run the business for five years, to intervene quickly in initial technical difficulties.
The construction of the metro is divided into three or four phases. In Phase 1, the basic network between Nørreport and the two branches should be built according to Vestamager or Lergravsparken. Phase 2a consisted in the extension of the distance from the tram station Nørreport to the west of the city center up to Frederiksberg. Phase 2b includes the extension of this same route further to the west to Vanløse. For phase 3 part of the airport route and the Østamagerbahn of Lergravsparken to " Københavns Lufthavn ".
Prior to the construction of a regional rail line to Frederiksberg in collaboration with this same community was completed in February 1995. For a subsidiary called Frederiksbergbaneselskabet I / S was founded, which in turn client to the respective contractors. In this company Ørestad Company holds 30 percent, the fifth-largest city by population in Denmark Frederiksberg 70 percent. At that distance is now part of the section between Vanløse and Nørreport.
The same thing happened with the future route to the " Københavns Lufthavn ", ie the Copenhagen Airport, in September 1995. Ørestad Here the company founded by the City of Copenhagen a subsidiary called Østamagerbaneselskabet I / S, which is also contracting for construction companies. At the subsidiary company, the municipality owns 45 percent, the Ørestad Company 55 per cent. At the Østamagerbahn heard the distance between Lergravsparken and the airport.
Phase 1
The construction work for phase 1, ie of the 11 kilometer route between Nørreport in the center and Vestamager ( route to Ørestad ) and Lergravsparken ( distance to the airport ), began in January 1997. These basic route with the two branches has eleven stations on six kilometers of tunnels, three km elevated railway and two kilometers piled embankment. The tunnel section was built using a variety of tunnel boring machines with the New Austrian Tunnelling Method (NATM ), the cut-and -cover method, where planning was crucial that the Copenhagen floor consists mainly of limestone. All tunnel stations were carried out by top-down method. The tunnel diameter is 4.9 meters, a tunnel section weighs 3.13 tons. For the construction of a tunnel for a transfer at the Nørreport S-Bahn station half of the platform had to be closed two years. In order to operate the new route, a total of 19 car units were ordered, which were delivered to the newly formed company workshop Ørestad.
The Metro was first built as the new district, and only then set up the various buildings there, including a branch of the University of Copenhagen, the Copenhagen Concert Hall ( designed by French architect Jean Nouvel ) and an IT school. So the U -Bahn has a development function and thus attracts investors who can buy the land there and cultivate. Through the proceeds in turn, the cost of building the new metro will be covered. It is planned north and south of the station Ørestad to build two new stations, the Ørestad Ørestad Nord and Syd would say. However, these are realized only after a certain number of inhabitants.
The first route was opened by the Danish Queen Margrethe II on 19 October 2002. Nearly 70,000 passengers, both from the City of Copenhagen and from home and abroad attended the opening weekend, the new transport. The first commercial trips began two days later in a 6 -minute intervals between Nørreport and Christianshavn; the external routes to Lergravsparken and Vestamager were served in a 12 -minute intervals. With the approval of the Danish Railway Office, the Zugtakte could be reduced from 2 December 2002 to 4 ½ minutes, from 17 December to three minutes.
Phase 2a and 2b
After phase 1, the basic network of the Copenhagen Metro Mini was completed, the Phase 2a had with an extension towards Frederiksberg be realized. The second phase of construction is fully situated in contrast to the first phase in the tunnel, but it also has only two new stations (Forum and Frederiksberg) for a distance of three kilometers. By the year 2000 went on an elevated train S -Bahn trains to Frederiksberg station. The trains ran at the time of Klampenborg about the present-day northern part of the ring road to Vanløse then followed by a hairpin turn, and then drive to the railhead Frederiksberg. Even after the installation of the underground station near the former railway station, remained the old but renovated, station buildings stand. The section between Nørreport on forum to Frederiksberg was put into operation on 29 May 2003.
The Phase 2b was realized in the same year, on 12 October 2003 and comprises the portion of Frederiksberg Vanløse. The metro runs exactly on the already described former tram route, the so-called Frederiksbergbane. The stage 2b is 2.8 km long, of which about 700 meter run underground, the tunnel ramp is located just behind the Solbjerg station. On the remaining 2.1 kilometers, the Metro runs on an embankment. Overall, the track had three train stations at the opening. The fourth, Flintholm, was released several months later for the traffic because it was decided later, here a huge transfer point between the S -tog - lines F ( new circle line ) and H ( Frederikssundbahn ) and the Metro to build. The opening of the new crossing station took place on 24 January 2004.
Phase 3 - Østamagerbanen ( Lergravsparken - Lufthavnen )
In May 2001, the Phase 3 of the Copenhagen Metro project has been decided: the so -called " Østamagerbanen " should connect Lergravsparken with the Copenhagen Kastrup Airport, which is a direct connection between the airport and downtown would arise. The 4.2 km long route, four of kilometers apart in an embankment, should have five stations, all of which are located above ground: Øresund, Amager beach, Femøren, Kastrup and the terminus Lufthavnen. The passenger forecasts for the individual stations were in the year 2002 between 5300 (Kastrup ) and 6500 passengers per day ( Lufthavnen ). Only for Station Amager beach, the very low value has been predicted by 1400 people. In 2010, to make daily use of the 1.5 billion Danish kroner ( 200 million euros ) expensive route to the airport 257,000 people. For the new range of eight new trains were ordered, so that a total of 34 cars are in operation after this delivery at Ansaldobreda. The opening of the line M2 after Lufthavnen took place on 28 September 2007, so that the basic concept of the Copenhagen Metro has already been met.
New track projects
Phase 4 - City Ring (København H - Kongens Nytorv - Nørrebro - København H)
→ Main article: Cityringen
After the newly built Metro in three sections, the island of Amager connects with the important passenger points airport and Ørestad settlement with the center of Copenhagen, the general speed railway density in the city center is to be increased, because the last streetcar line was abandoned in 1972. Therefore, the Danish transport experts in 1999 were the first ones in front of a metro ring to connect the main points of the city together. A good 15 km line with 17 stations must traverse between the main train station, Kongens Nytorv, the Østerport ( East Gate ), the Copenhagen north, the municipality of Frederiksberg and the Tove Ditlevsen Plads. This gives about the basic project or the basic idea of this ring. In January 2004, the Danish Ministry of Transport several variants for routings. The most important focus of discussions was whether the route should be routed via the already existing Metro Station forum or Frederiksberg. Discussions, there are still about whether the metro should go over the Paul Henningsen Plads, or the Empire Hospital ( Rigshospitalet ).
Generally, it is expected that the City ring with the new lines M3 and M4 will not open before 2018. It is also planned to take the ring in each section operation, while the stage between the main station and the east port would be opened first, because the S -tog station Nørreport increasingly reaching its limits. To operate this Ringbahn thirty new three-car units to be procured, which could go via a connecting tunnel at Kongens Nytorv station to the maintenance workshop.
In addition to medium to long term dissipate branch lines from the ring path that would lead towards Gladsaxe, Brønshøj or the Southwest Quarter.
For the Copenhagen Metro, the Italian company AnsaldoBreda built 19 brand new trains, designed by Italdesign Giugiaro. The three-part car, which can be separated only in the workshop are 39 meters long and have 94 seats and 294 standing places. They weigh 52 tons, the car, which is made entirely of aluminum, is 2.65 meters wide. The speed limit is 80 kilometers per hour, average in Copenhagen 37 km / h can be achieved. A fourth car could still be installed. This would mean that in all underground stations, the platforms would have to be rebuilt and extended. It was chosen with a driving voltage of 750 volts direct current, a current system. The typical subways side busbar is accessible primarily from a safety viewpoint, by the pantograph exclusively from below. Track gauge is the usual 1435.
The trains are fully driverless and fully automatic drive, but they can also be driven by the present "Metro Stewards " manually in an emergency. The interior is completely contrary to the station design, in shades of blue, white and yellow. The seats are built in the " London " arrangement, ie 2 2 in vis- à-vis. The inside of the train is monitored for the safety of the passengers and the car via video. When the trains depart, is both an acoustic and an optical trigger signal. A so-called "Call Point", with the passengers in an emergency can connect to the control center is located at the twelve doors.
For the first phase 19 trains were produced for the Phase 2 provided AnsaldoBreda seven more trains and for the third phase of the Copenhagen airport eight new trains were needed.
Maintenance workshop Ørestad
All cars are serviced at the newly built engineering workshop Ørestad, washed, cleaned and turned off when not in use. It is located behind the station Vestamager and has a smaller hall and a larger covered parking area. There are next to the workshop, the control center as well as the " General Headquarters ". The entire complex is known as the " Control and Maintenance Centre " (CMC).
The depot is divided into two parts. In summary, in a portion of the washing, cleaning and parking facilities that are operated completely automatically. The other part of the car to be repaired and performed every few yearly general inspections of the cars. To the east of the hall is also a Zugteststrecke available.