06 February 2013

AnsaldoBreda (Part One)

Snow and Ice build-up damage to the underside of trains recently delivered by AnsaldoBreda for "Fyra" service between Amsterdam and Brussels. (Source: Dutch Railways)
(NB: This post contains some links to news stories in languages other than English. Please let Google Translate be your friend)

Denmark, Belgium, and The Netherlands are three small countries that share many similar characteristics. All three are Constitutional Monarchies, all three share a border with Germany, all three stare down the North Sea, all three think strong black licorice is delicious, all three have languages that, when spoken, make a person sound like they have a throat ailment, all three have strong bicycle culture...okay, Belgium is doing some catch-up on that one...and all three have ordered intercity (long-distance) trains from AnsaldoBreda intended to be a backbone of rail service in each country.

The company which now titles itself "AnsaldoBreda" was created through a merger of Ansaldo Trasporti and Breda Costruzioni Ferroviarie in 2001. It is a subsidiary of Finmeccanica, a conglomerate which in 1993 also acquired other now-unrelated divisions of the former Gio. Anslado & C., which also use the name "Ansaldo" as a prefix in their names.  For example Ansaldo STS is a signals and automation company also owned by Finmeccanica but run separately from AnsaldoBreda, though they do work together on some products.

Finmeccanica is partially (30%) owned by the Italian State.

AnsaldoBreda's V250 sitting in the Yard
(Confused already? Wait for the next paragraph, and blame the European Union and their market directives about the seperation of rail operators form raill infrastructure)
Earlier this month, Fyra...which is a brand of train service operated by a company called High Speed Alliance BV...a joint venture between "NS Hi-Speed" (which itself is a joint-venture of the Dutch Railways and the airline KLM)...and the Belgian Railways...

(i.e. (KLM+Dutch Railways)+Belgian Railway=High Speed Alliance ="Fyra", a marketing brand of train service)

...completely suspended operations of its new V250 trains built by AnsaldoBreda.

The V250 trains only began service this past December, years after they had been promised, and had immediately become notorious for delayed and canceled trips.

Credit: SergioGeorgini via Wikimedia
InfraBel is the Belgian track infrastructure authority and is separate from operator the Belgian Railways. On Thursday, January 17th, InfraBel discovered train parts on its portion of the new, specially engineered high-speed rail line ("HSL4") that runs from Brussels to the Belgian-Dutch border.

These parts were soon discovered to have fallen off of the V250 after a particularly snowy day. Except these were conditions that did not result in damage to Fyra's HSL4 companion, the Train à Grande Vitesse (TGV)-based high-speed trains run by the train operator Thalys (Paris-Brussels-Amsterdam and v.v.) on the same tracks.

The Amsterdam-Brussels city-pair had for over 50 years been serviced by an hourly joint Dutch-Belgian operation named "The Benelux train" (originally the trains had been slated to continue south from Belgium to the City of Luxembourg). These trains stopped at major cities between Amsterdam and Brussels, including the "other" Dutch Capital, The Hague. These trains were slower than the both Thalys and the V250, but they offered service not requiring payment of a surcharge (Thalys) or a reservation (Thalys & Fyra) and most importantly...

...The Benelux trains carried bicycles

No box or bag required, just buy a bicycle ticket and roll on board into the designated bike storage area.

Fyra had been running limited Netherlands-only services using traditional electric locomotive-hauled train cars/carriages/wagons from Amsterdam to Breda, a city in the Netherlands which has no relation to AnsaldoBreda or predecessors, on the Dutch counterpart rail line to HSL4, the HSL-Zuid ("High Speed Line South"). This service had been implemented in this form because the V250s were delayed, as was the completion of both HSLs.  (The Amsterdam-Breda trains are still running today, BTW)

So, finally, the V250s which had been ordered eight years prior, entered service and began to offer mostly fares priced above what the old Benelux train had been charging, did not make a stop in The Hague, and...

...Fyra would not carry bicycles!

Nope, no way no how. Okay, if it was a folding bike, like a Brompton, in a bag, that would be alright, but no regular bicycles allowed...at all...on a train...that operates(or did for a while) in the Netherlands and Belgium.

Such Heresy! Indeed, even the Thalys trains, allow a bicycle to travel inside a slip cover of certain dimensions with the front wheel removed.

As of today, nineteen days later, the V250s sit in a storage yard awaiting further repair which had been promised "within a few days" and a decision on whether to return the NS HiSpeed owned V250s to AnsaldoBreda will be made in three months time. (The Belgians immediately cancelled three undelivered trainsets)

 Fyra has announced that a shortened version of the Benelux train will return in two weeks, which is quite an amazing task given that the planning of train "path-slots" on the busy railways of Belgium and the Netherlands normally takes one or two years. Whether these substitute trains will take bicycles is not known. They will stop in The Hague, but owing to corridor capacity having been already reassigned, will not continue to Amsterdam. Connections at Rotterdam will be available.

...is not supposed to look like this after it snows.
Needless to say, the whole situation is a scandal for the press in both countries to focus upon, the rail executives of both the Dutch and the Belgian Railways have been called before the Belgian Parliament and to meetings with the Dutch Government as well as television news interviews.

Fyra/High Speed Alliance is losing many millions of euros on refunds and in revenues. Because the V250 was to be the premier train product initially on the international service, and was to eventually replace the locomotive-hauled trains on the domestic service to Breda the City, it has itself become referred to as the Fyra Train. Or "Failra". Some speculate that the name is an acronym for"Forget Your Rapid Arrival".  #Fyra has trended on twitter in both countries and has been used to describe other delayed and problematic AnsaldoBreda and Finmeccanica products.

AnsaldoBreda's IC4, also sitting in the Yard.
And this is not unlike the situation Denmark's State-owned Railways (known as DSB) has found itself in with its IC4 trains, or as the Flemish-/Dutch-speaking press now prefers to call it, "The Danish Fyra". More about that, and other AnsaldoBreda failures in part two next week, but the mere existence of these now delayed and outdated-design products may have an impact on the use of cycling on both sides of the Wadden Sea.

The Internationally-renown Transit-Oriented-Development expert Robert Cervero of the University of California at Berkeley, in the USA, will tell you that bikes and walking are superb means of transport, but that they do have their limits, and that to extend the walk- or bike- shed you need a mechanical means to move mass amounts of people in to, out of, and between employment, activity and other centers (or "nodes" as planners are want to call them). Trains provide an ideal means of doing this, and have the benefit of being able to carry large numbers of people, and people with bicycles, per departure something that buses still have a hard time doing. Bicycles can be used at both ends either to get to the station, and/or complete the journey's "last mile".

In Denmark, trains are now operated with the idea that one can bring a bicycle on board with no dis-assembly required and at little or no additional cost, so as to have one's own bicycle when you arrive the destination. However, space on the long-distance InterCity trains (which the IC4 was intended to operate) is limited and now requires a reservation in the summer

In The Netherlands, the preferred practice is to offer excellent and/or plentiful bicycle parking at the local station, and plentiful, easy to rent bicycles at most destination stations. Like Denmark, one can, outside of rush hours, also roll an assembled bicycle on to a train, and though one must buy a ticket for it, no reservation is required. This was also the policy on the Benelux Train into Belgium.

CalTrain Bike Car
The trend in Europe, and for that matter in North America, is that in the past twenty-five years, more and more local and regional trains have been either redesigned to accept, or replaced with rolling stock better suited for bicycles. At the same time, longer-distance Intercity trains in Europe have been upgraded to high-speed trainsets, moving away from the traditional locomotive-hauled cars/carriages/wagons into which a bicycle car could be easily introduced; on some routes, the only train using this older arrangement is the overnight train with sleeping accommodations Many of these newer high-speed trainsets were designed to be as light-weight and as low profile as possible for maximum efficiency. They were designed years before the beginning of Bicycle Culture 2.0 and so usually either ban bicycles like Fyra or made transportation of bicycles a bit of a hassle like Thalys.

Refurbished TGV-PSE with newly added bicycle storage area
The original TGV was designed in the mid-1970's, and, after conversion to electricity due to the same 1973 Oil Crisis price spikes that gave rebirth to cycling in Denmark and the Netherlands, entered service in 1981. The first trainsets are now reaching 30-plus years in service and so are being rebuilt to extend their lives. As these first sets are refurbished, bicycle accommodations are being added to them making them more friendly to bicycle carriage than newer trainsets. The big problem for cyclists with the delays to the IC4 and the Fyra V250 programs is that these are still new trains, just not built with bicycle carrying capacity in mind, and if their "teething" problems are ever fixed, their service life-clock will then start. They will at that point probably be decades away from their mid-life re-buildings during which a storage solution for assembled-bicycles might be installed. In Denmark presently with the IC4s, where bikes are allowed to be taken aboard, software and coupling issues are such that often only a single trainset, not the intended four, is the maximum allowed to operate each departure to which the IC4 has been assigned. So bicycle and seating capacity on these departures is lower than it was intended to be.

In Part Two, I'll present the track record to date of the clowns at AnsaldoBreda and why they are leeches on the rail and transit industry.

9 comments:

Michele said...

Hi, I nominated Copenhagenize.com for the Liebster award. Please visit
http://www.theaccidentalenvironmentalist.com

Daniel Sparing said...

Well said. On the top of that, there is also some truth to what the Volkskrant argues, namely that the Dutch government was also at fault when they didn't prescribe a supplier who has at least any experience with building high speed trains. Or a good track record. If you ask for the cheapest train then all you get is the cheapest train.
http://www.volkskrant.nl/vk/nl/2686/Binnenland/article/detail/3383607/2013/01/26/Hoe-heeft-de-Fyra-zo-n-enorm-debacle-kunnen-worden.dhtml

A funny moment in the Belgian press was when they called the Fyra the Aldi-train and then Aldi was offended, saying that even Aldi products are better.

I guess you'll also talk about the Gothenburg trams in the following post, they are also a good story.

Brad Adams said...

You will save lot of space if all these bikes were folding bikes! I have a Montague Folding Bike and it’s very convenient. I can take it with me to the underground, bus, tram, or wherever I want

Gustav Svärd said...

AnsaldoBreda has quality issues, you say?
Link to a story from today's Dagens Nyheter (Stockholm papaer) about how the less-than-five-years-old AnsaldoBreda trams are already rusting apart.

I bike Strasbourg said...

I would like to nuance the words about sncf and her bicycle policy because new double decker TGV(built in 2010/2011) running on the new Rhin Rhone high speed line between Lyon and Strasbourg have no accomodation for cycles !

Heck Lennon said...

> ..Fyra would not carry bicycles!

Likewise, why doesn't the TGV from Paris through Bruxelles to Amsterdam allow bicycles?

Just more greenwashing by SNCF (French railways).

Unknown said...

This article http://www.ilfattoquotidiano.it/2013/02/12/finmeccanica-orsi-arrestato-per-corruzione-presunta-tangente-da-51-milioni/496341/

might help understand how Finmeccanica works.

(This is the translation of the title:"Finmeccanica: Orsi [finmeccanica's president] arrested for corruption for a bribe of 51 million euros")

Erik Griswold said...

Heck,

The Thalys service (which uses trainsets of the TGV design, but is operated by a separate joint-venture of the French, Belgian and German Railways) does allow bicycles to travel "if its front wheel has been removed and if the bicycle is packed in a special bicycle cover (maximum measurement: 120x90 cm)."

While not perfect, it does allow for full-size bicycles to travel; the Fyra services (on both the V250s and also the loco-hauled services as far as I can tell) permit(ted) only folding bicycles as described above by Brad Adams.

One of the points of this blogpost was to show how the oldest TGVs were now being refurbished after 30 years in service and being made bicycle friendly, and while the Fyra V250s, designed over 10 years ago now. Thanks to their production delays, may have to wait 30 years before getting rebuilt to handle bicycles, due to their operating costs and need to recover said costs (and the need to cover/alter the operating schedule as they are taken out for rebuilding).

Hans Bodde said...

I would love to read your part two, and what AB has actually achieved!