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Lille Powers Bus with Food Scraps

From plate to engine: French city powers buses with food scraps

LILLE, France, Sept 19, 2007 (AFP) - The French city of Lille is to power a 100-strong bus fleet using biogas fuel made from organic household waste, thanks to a pioneering recycling plant unveiled on Wednesday.

In a project unique in Europe, the plant will supply the northern city with four million cubic metres of eco-friendly biogas per year -- enough to power 100 buses -- produced from food scraps, weeds, flowers and grass clippings.

It is to start supplying the city's existing fleet of natural gas-powered buses later this year, and is to be fully operational by end 2008, handling 108,600 tonnes of green waste per year.

"There is no more accomplished example of using a local resource to power a local fleet. The cycle is complete," said Eric Quiquet, an urbanism official at Lille city hall.

France's fourth largest city, with a population of 1.1 million people, Lille has been an early adopter of green urban technologies.

Biogas, produced by decomposing organic material via a process called biomethanisation, emits far less carbon dioxide than traditional fossil fuels. Sweden launched the world's first biogas-fulled train in 2005.

A 150-strong bus depot has been built next to Lille's Centre for Organic Recovery, to provide a direct fuel supply.

The country's only biogas fuel plant is also equipped to transfer non-recyclable waste via local waterways for incineration at a nearby energy-optimisation centre.
 

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It has recently been confirmed that Keolis (public transport branch of the french historic national rail company) will continue to run the public transport system of Lille, France until at least 2017.
A lot of projects have already been anounced :

Metro :
Lines 1 and 2 will be renamed M1 and M2.
From 2015, the length of M1 line trains will double (52 m) and the former 26 meter long M1 trains will be used to raise the frequency on line M2.
A possible 2 km extension of line M1 is evoked to serve the new area of Eurasanté, next to the université hospital.

Tram :
The interior of tram vehicles will be modernized.
Lines T and R will be renamed T1 and T2.
In a few months, the last stop in Tourcoing will re-open. It will be located inside the new shopping center Saint-Christophe with direct connection to metro line 2.

Bus :
New Lianes (high service bus lines/busways) will be created.
L1 will be divided in 2 lines : L1 between Fâches and Wambrechies, L60 between Lille-Hôtel de Région and Comines (with an extension to the Belgian part of Comines).
A circular line will be created outside of Lille city proper with several connections with metro and regional train stations.
An electric circular bus line will be created to serve the historic quarter of Lille.
The first night line (yeah, 1st one... That's France!) will open next september.

River boats :
2 lines will be created (Citadelle-Euratechnologies and Citadelle-Mosaïc Park).

Park and ride :
8 new P+R are planned.

Bicycles :
210 stations will progessively open starting 2011 with 10,000 bicycles.

Tickets :
Regional rail will be integrated to the ticketing system.
 

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Alstom’s simplified CBTC technology to debut in Lille
June 04, 2013 Written by David Briginshaw

Lille, which pioneered the VAL automatic light metro system, is at the forefront of technology once more as it is the first metro to install Alstom's new simplified CBTC system. Urbalis Fluence reduces the amount of lineside equipment by 20% by transferring the interlocking functions to the train, as David Briginshaw reports exclusively for IRJ.

THE northern French city of Lille was the birthplace of the VAL automatic rubber-tyred light metro, having been invented by Prof Robert Gabillard of Lille North University and developed by Matra (now part of Siemens) for the city's first metro line which opened 30 years ago in April 1983. The metro is now being upgraded to handle 52m-long trains, double the length of existing trains in a project that includes the first installation of Alstom's new CBTC system Urbalis Fluence.
Today, the Lille metro consists of two lines totalling 45km operated by a fleet of 143 trains with operating headways of just 1 minute. A year ago, Alstom was awarded a e250m contract to modernise the 13.5km Line 1, including the supply of 27 trains and resignalling the line while retaining the 1 minute headways. The new trains are expected to enter service in January 2016 with completion of the project scheduled for 2017.

Alstom started to develop its new CBTC system in 2010 following discussions with more than 30 customers in 15 countries to analyse their requirements and try to develop a product which differentiates itself from other CBTC systems on the market.

Up to now automatic train control (ATC) has always been overlaid on the traditional interlocking sub-system which increases complexity. In conventional CBTC systems, routes are secured by the interlocking. Whether it is a separate cubicle or integrated with the zone controller, the interlocking is functionally a dedicated sub-system. This implies complex interfaces between the interlocking, automatic train supervision (ATS), and the wayside and onboard ATC, in order to achieve the best performance and the shortest headways.

Alstom's research and development programme focused on a thorough examination of the existing Urbalis CBTC architecture to see whether it was possible to simplify it.

The research concluded that it is possible to integrate the routing and interlocking functions on the train and on the lineside object controllers, so that track resources such as points, flanking, overlap, and platform screen doors can be booked directly by the train to the object controllers, removing the traditional and unnecessary split into separate sub-systems, ie the ATC and interlocking. Another innovation is direct train-to-train communication, for simpler communication paths and shorter response times.

Mission

At the start of a train's service, or for any movement, the train receives its mission, such as the schedule or next station, from the ATS. As the track description is already embedded onboard the train as with any CBTC system, the train is able to identify all the track resources that it will need to perform its next movement. The train then asks the corresponding object controllers for these resources.

Each object controller responds to the train to confirm that the requested resources have been allocated and are locked, and if needed moves the points to the requested position. When resources have been booked and locked, the train can extend its movement authority and move. When the train has passed a track resource according to its own automatic train protection (ATP) primary detection, it immediately releases the resource which is then available for another train. As soon as a track resource is booked, and as long as it is not released, it cannot be used by another train, and all safety principles are enforced.

This new method of working makes train movement very flexible because the train can safely travel from its current position to any other location as there are no longer any traditional constraints from interlocking principles and the track becomes a commonplace. Other train movements are possible such as bi-directional or shuttle operation, and turn-back at an intermediate station or the end of the line. According to customer needs and practices, all operational principles can be implemented through an overlay of this core mechanism.

In conventional CBTC systems, trains regularly send their location report to a zone controller. After processing the reports, the zone controller sends back an end of authority to each train which enables the train to define its speed control curve. This implies periodic communication between onboard ATC and wayside ATC (zone controllers).

The moving block principle is retained with Urbalis Fluence, but there is direct communication between two consecutive trains to ensure the correct headway is maintained. The following train asks the preceding train for its position, and the preceding train sends back its current position, updating it regularly. This allows the following train to immediately update its speed control curve.

As there are fewer subsystems and interfaces, response times should be better leading to improved performance. Alstom estimates that Urbalis Fluence will result in a 20% reduction in lineside equipment and will be about 20% quicker to install because less engineering and configuration is required. Maintenance will also be simplified as the equipment will be installed on the trains rather than out on the track and so it can be attended to in the depot. As Urbalis Fluence is expected to be cheaper and simpler to implement and maintain than conventional CBTC, it should be a viable option for installation on monorails and automated light transit systems thereby expanding the market for CBTC.

Another important benefit is that there are no more inter-sector constraints. Line extensions can be equipped more easily, without impacting the vital data-preparation of existing sections.

Nevertheless, Alsom still sees a role for its conventional Urbalis 400 CBTC systems. "We will offer both systems because there will be some customers who want to retain their interlockings or who have mixed traffic operation, and particularly where a customer wants to extend an existing line," says Mr Pascal Clere, Alstom's senior vice-president for transport information solutions. "We will therefore continue to develop Urbalis 400."
http://www.railjournal.com/index.php/signalling/alstoms-simplified-cbtc-technology-to-debut-in-lille.html
 

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Some Recent videos from Timosha21


The Metro System in Lille, France - 2016



Riding the Metro in Lille, France - 2016 (Driver and Passenger view)



Le tramway de Lille - Roubaix - Tourcoing: Trams in Lille, France 2016

 
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