Copenhagen Metro

The question of the construction of the subway in Copenhagen was considered as early as the beginning of the 1990s . The first decision on the need for construction was made by Folketing (Parliament) of Denmark in 1992 ^[4] . The main goal of this project was to provide residents of the city and surrounding areas with a modern and fast mode of transport that would not depend on the ground transportation situation and had the maximum possible comfort for passengers ^[5] .

Underground station Kongens-Nytorv, 2007.

By 1997 , at the stage of preparatory work, the design of rolling stock was completed and equipment necessary for the start of construction was purchased. In 1998, tunneling began near the future station of Icelands-Bruges ( Dat. Islands Brygge ). The depth of the tunnels ranged from 20 to 30 meters ^[4] .

In the same, 1998, in Italy , Ansaldo Trasporti ^[6] started the manufacture of rolling stock (34 three-carriage trains). In 2000, sea ​​trials of the first train were completed on the finished land site, and in early 2001, underground tunneling was completed. On April Fools' Day , April 1, 2001 , in honor of the planned opening of the subway in Denmark, a mock-up of a subway car flying out at an angle of 45 degrees was installed on the central square of Copenhagen ( Dat. Rådhuspladsen ). In fact, it was a decommissioned Stockholm metro car ^{[7] [8]} .

In the period from 2001 to 2002, work was underway on the construction of metro stations and the installation of support systems. In June 2002, the commissioning of systems and rolling-out of trains along the entire length of the launch site began, and in August, work began on the ground section of the metro along the eastern coast of Amager Island towards the largest airport in Denmark - Kastrup ^[5] . This site was completed only in September 2007 ^[4] .

Site Opening Timeline

• On October 19, 2002, the Copenhagen Metro opened on the section between Nörreport and Westamager (Nörreport, Kongs Nütör , Kristianshown , Icelands-Bruges , DR-Büen , Sundby , Bella Center , Erestad and Westamager), with a southeast branch to Lergrauspark station Amagerbro and Lergrausparken ). The site had a length of 7.3 kilometers and consisted of 11 stations ^[9] .

• On May 29, 2003, a section was opened to Frederiksberg ( Forum and Frederiksberg stations). Initially, the opening of the site was planned on May 25 , in connection with which the bus service was stopped on the line. However, due to the fact that Queen Margrethe II of Denmark could not attend the ceremony, the opening was postponed for 4 days (during which buses did not run on the line) ^[10] .
• On October 12, 2003, the line was extended to Vanlös ( Fasanvay , Lindevang and Vanlös stations) ^[11] . It is noteworthy that the underground section between the Frederiksberg and Fasanvay stations was borrowed from the S-tog system , the communication of which was terminated on this section on June 20, 1998 ^[12] .
• On January 24, 2004, another station, Flintholm, was opened on the Frederiksberg – Vanlose section ^[4] .
• On September 28, 2007, the third launch site, 4.5 kilometers long , was opened to the airport ( Eresund , Amager-Strand , Femeren , Kastrup , Lufthown stations). The red ribbon at the opening ceremony of the Lufthaun terminal station (in the northern part of terminal 3 of the airport) was cut by Crown Prince Frederick ^[13] .

Current status

At the International Metro Rail Conference in 2008 , experts from New York , Tokyo , London and other cities with a developed metro system recognized the Copenhagen metro as the best in the world ^[14] . In addition, he was awarded first place in the nomination for Best Metro in Europe . The main reasons for this decision were called stability in the subway, positive ratings from passengers and a high level of safety. Also, the speed with which the new branch to Kastrup Airport was put into operation influenced the choice of experts ^[15] .

For 2010, the Copenhagen metro consists of 22 stations, 9 of which are underground (3 shallow and 6 deep). The total length of the double-track lines is 23 kilometers , of which about 11 kilometers pass through tunnels and 12 kilometers along the ground and overpasses ^[16] . According to 2009 data , the passenger turnover of the Copenhagen Metro is 50 million people per year and 137 thousand per day ^[1] .

Metro Future

On June 1, 2007, the Danish parliament almost unanimously (the red-green coalition ^[17] opposed) decided to build a new ring line ( city. Datering ), and in August of that year, work began on geodetic research and design.

The work includes laying 15.5 kilometers of railways underground and the construction of 17 new underground metro stations ^[18] . A change to existing metro lines is provided at Kongens-Nytorv and Frederiksberg stations. By introducing new lines into operation, it is planned to connect the center of Copenhagen with the railway station and areas not covered by electric trains and the metro ^[19] .

On March 24, 2009, according to the design of the ring line, the trace of the line, the financing plan, and the construction schedule were adopted and approved. According to this plan, the introduction of a ring along the entire length is planned in 2018 ^[20] . The estimated cost of the project is from 15 ^{[17] [21]} to 50-60 billion Danish kroner ^[22] .

The Ramboll consortium and the Atkins construction company ( Great Britain ) are involved in the provision of consulting services for the organization of the transport system and the technical aspects of construction. The subcontractors for the construction are the Danish architectural company KHR Arkitekter A / S and the British company Parsons Group ^[18]

The Copenhagen metro consists of (for 2010) two lines ( M1 and M2 ), at which 22 metro stations are concentrated, of which 13 are underground and 9 underground. The total length of the underground tunnels in Copenhagen is 11 kilometers , and the length of the tracks on the surface is 12 km ^[16] .

Tunnels

For the construction of tunnels, a joint venture COMET (The Copenhagen Metro Construction Group) was established, which included employees from 6 companies from different countries. COMET has accounted for the construction of about 8 km of a tunnel and 5 km of land lines, 12 stations (7 underground and 5 ground). Tunneling began in 1998 near the future station of Islands -Bruges ( dates. Islands Brygge ) ^[23] .

Tunnels were built by three methods (construction methods):

1. Method TPK or tunneling complex (from the English. TBM - Tunnel Boring Machine ), using a drilling tunneling machine. Since most of the penetration was through limestone rocks, the bulk of the tunnels were made using this particular method. We used two shields of the Wirth company, which received the names Liv ( Eng. Liva ) and Batt ( Eng. Bette ) ^[12] (one of them, after carrying out restoration work, was driving the metro in Kazan ^[5] ).
2. NATM Method or The New Austrian Tunneling Method (from the English NATM - The New Austrian Tunneling method ). This method was used in areas where the diameter of the tunnel shield was not enough (for example, at the forks). The tunnel was expanded with the help of excavators with hydraulic cutters installed on them ^[12] .
3. Open Method ( Eng. Cut & Cover ). In areas where the tunnel is located near the surface of the earth. Basically, tunnels near the stations of Icelands-Brugge , Frederiksberg and Lergrausparken were made using the open method. With the open method, the tunnels are obtained not of a round, but of a rectangular section. ^[23]

The tunnels are located at a depth of 25 to 33 meters underground, and underground stations occupy a higher position and are located closer to the surface of the earth (at a depth of 20 m) ^[23] . This arrangement of the stations relative to the tunnels is made in order to save energy, as the trains move from the mountain during acceleration and uphill during braking. On average, the tunnel section of the Copenhagen metro has an inner diameter of 4.9 m, an outer diameter of 5.5 m and weighs 3100 kg ^[12] .

Each tunnel has footpaths that can be used to evacuate passengers outside the station. There are also emergency exits every 600 meters (with an average distance between stations of 1000 meters) ^[12] . Pedestrian crossings are well lit to make it easy to find a way out. Various cables and technical facilities are located under pedestrian walkways ^[23] .

Tunnel ventilation is carried out according to the longitudinal scheme. The ventilation shafts are located every 3.7 m along the entire length of the haul. A distinctive feature of the mine on the surface is the foundation of light gray granite ^[16] .

Lines and Routes

There are three lines in the Copenhagen metro: M1, M2 and M3.

Lines M1 and M2 coincide in the section from Vanlese Station to Christianshown Station. Then M1 goes to Westamager station, which is located in Calvebod F -lled ( dates Kalvebod Fælled ), the western part of the island of Amager . And the M2 line goes to the airport in Kastrup , the eastern part of Amager ^[23] .

Lines M3 and M4 form a single Cityringen route. However, the ring line is only M3, when as M4 is the final route from the Köbenhowns-Hovedbanegor station (Copenhagen main railway station) to the Nörrebro station, through the key station Kongens-Nytorv , from which you can get to any of the four possible lines of the Copenhagen metro ^{[ 24]} .

With the opening of the metro section to the airport on September 28, 2007, confusion was noticed when announcing the station. At Kristianshown station, after which the lines diverge (route M1 goes to Westamager, and route M2 to the airport), there was an announcement "To the station Lufthown - Copenhagen Airport" ( Toget kører til Lufthavnen - Copenhagen Airport ). Many passengers (mainly tourists ) managed to hear only the last part of the message ( Copenhagen airport ), as a result, they went to the Christianshown station, confident that they were already in Kastrup. In March 2009, this message was replaced by “Christianshavn - This train goes to Lufthavn - Copenhagen Airport ” ( Christianshavn - Toget kører til - This train terminates at - Lufthavnen - Copenhagen Airport ) ^[25] .

Stations

As of 2010, there are a total of 22 metro stations in Copenhagen and Frederiksberg, of which 9 are underground. Ground and elevated stations have a width of 6 to 12 meters, covered with a light canopy. Entrance to the station is from the underpass by stairs or by elevator (capacity 10 people). Since 2015, ground stations have received an additional security system in the form of transparent glass barriers and sliding doors, previously used only at one ground station - Lufthown. Despite this, all stations still have an electronic train emergency stop system in the event that people are on the tracks or objects fall. Ground stations are made of glass and steel structures, which creates the effect of lightweight construction. This solution was chosen primarily so that the massive station building would not overload and dominate the surrounding landscape ^[16] .

Of the 9 underground metro stations, 6 are deep-lying stations (deeper than 20 meters) and 3 shallow stations (located directly below the soil surface). All stations are 60 meters long and 20 meters wide. Shallow stations are built in an open way. Deep stations were built from top to bottom. At first, waterproof walls around the station were built from concrete piles tightly fitted to each other to ensure resistance to water penetration. This method, firstly, is environmentally friendly, and secondly, it has a higher level of noise isolation and vibration resistance. Then, cross beams were installed on the walls (below the groundwater level), and the roof was waterproof ^[4] .

Passenger flows of incoming and outgoing passengers are correctly divorced and do not intersect. Two escalators lead to the intermediate floor, the other pair further to the platform (at the stations of shallow laying of the intermediate floor there is no). There is an elevator from ground level to the platform and vice versa. At underground stations, access to the tunnel from the platform is not possible, since it has walls made of transparent material into which sliding doors are mounted. Открытие и закрытие дверей поезда и платформы синхронизировано (по принципу лифта). Данная система используется в целях безопасности, (предотвращает падения или прыжки пассажиров на рельсы, повышенная безопасность для слабовидящих пассажиров) и экономичности (дешевле и лучше контролировать вентиляцию на станциях и тоннелях) ^[16] . На станциях, расположенных в центре города, дежурные метро-стюарды следят за порядком и при необходимости оказывают помощь пассажирам.

Указателем на станцию метро является установленная на поверхности информационная колонна. Высота колонны 5 метров, что обеспечивает её видимость издалека. Практически всю часть колонны занимает электронный дисплей, где содержится информация о предыдущих и следующих станциях линии. Дизайн колонны разработан студией «Knud Holscher Industriel Design» ^[16] .

Помимо информационной колонны и остальных внешних признаков (стеклянные лифты и лестницы), указывающих на станцию метро, на поверхности над каждой подземной станцией установлены стеклянные пирамиды (длина основания 3,5 м, ширина — 3,2 м, высота — 2,2 м). Сооружение обеспечивает дневное освещение расположенной на 18-метровой глубине платформы в светлое время суток. Если датчики света определяют недостаточную яркость света (пасмурно, сумерки) на глубоких участках, освещение дополняется искусственным электрическим освещением. Внутри пирамиды устроены алюминиевые отражатели, которые также усиливают свет ^[16] .

Такая пирамида, в свою очередь, является ещё одним указателем станции метро. Так в 2005 году станция Форум , украшенная несколькими стеклянными пирамидами, была номинирована на приз Европейского Союза современной архитектуры ( англ. European Union Prize for Contemporary Architecture ) ^[26] .

In 1998, with the Italian railway engineering company Ansaldo Trasporti (since 2001, AnsaldoBreda ^[27] ), a contract was signed for electrical and mechanical equipment for the subway. This contract provided for the supply of rolling stock, track laying, arrangement of traction power supply systems (750 V DC with power from a contact rail ), signaling and traffic control ^[6] .

Appearance, the main features of which are characteristic both for appearance and interior design, are functionality and simplicity, was designed jointly with the Italian design company Giugiaro Design and the Danish company Carl Bro Design. It is believed that the result combined the Scandinavian traditions of functionalism with Italian ingenuity and resourcefulness ^[28] .

It was ordered and put into operation 34 three-car trains ^[29] (of which at least 18 ^[30] are on the routes, in the working area). The length of such a train is 39 meters , its width is 2.65 m. The train was created for a standard gauge of 1.435 m. The height of the floor above the rail is 0.85 m, which coincides with the height of the platform (in this regard, people in wheelchairs or with strollers or bicycles can get into the car without assistance). The payload of the train is 52 tons . The maximum speed that can reach - 80 km / h (maximum acceleration - 1.3 m / s² ). The average speed including stops is 40 km / h. The minimum allowable time interval between compositions is 90 seconds ^[5] .

Each car is equipped with two three-phase asynchronous motors . Engine power 141 l. from. (105 kW ), thus the total power of the whole structure is 840 liters. from. (630 kW). Each car engine is equipped with its own IGBT (Insulated Gate Bipolar Transistor), which converts 750 V DC (received from the contact rail ) into alternating current used by the three-phase engine system ^[31] .

The wagons have wide walkways and spacious areas to accommodate passengers traveling standing, on wheelchairs and with bicycles. Due to the short duration, as a rule, of a trip on such a train with full passenger capacity (300 people) there are only 96 seats (32 in a car). In the cabin of each car, there are two built-in electronic displays of the passenger information system, which displays the time, name of the next station, information about transfers to other modes of transport and other useful information ^[6] . Through this system, you can contact the train control center of the Copenhagen metro.

The trains are being monitored in real time. Aimed primarily at solving passenger safety problems, the video surveillance system is based on CCTV systems (from the English closed circuit television , a closed-circuit television system) of the new generation, capable of transmitting to the central console a continuous stream of images from metro trains moving at a speed of more than 80 kilometers to hour ^[32] . High-speed image transmission is provided using a Wi-Fi network (from the English. Wireless fidelity , - wireless accuracy), which connects trains with access points installed in the tunnels. From the access points to the control panel, traffic is transmitted over the optical multiservice transport network , as a result of which the handover is completely invisible (delays are negligible). The system was developed jointly by Alcatel and Ansaldo Trasporti Sistemi Ferroviari (ATSF), a subsidiary of Finmeccanica Corporation ^[33] .

Since the trains are automatically controlled and the driver’s cab is not provided, passengers can observe the movement through the windshield ^[34] . So, in 2006, the organizers of the “D3 Expo” (from the English Danish Electronic Entertainment Expo ), the first show exhibition of the computer and video game industry in Northern Europe , used car windows to simulate the video game interface ^[35] . According to the idea of ​​the advertising agency Saatchi & Saatchi, translucent films were glued on the windows, and the train movement created an amazing similarity between the window and the monitor screen ^[36] .

Support for rolling stock and electric metro equipment is provided by Inmetro Srl, which was established on January 1, 2008 . Inmetro Srl is a joint venture of Ansaldo Trasporti Sistemi Ferroviari (owns 49% ^[37] ) and the Milan transport company Azienda Trasporti Milanesi ^[38] (owns 51% ^[37] ). Prior to this, the Ansaldo and Serco consortium , formed in 2002, was engaged in this. But in 2007, Ansaldo (with the support and promotion of Erestad) bought out a stake in Serco ^[37] .

One of the distinguishing features of the Copenhagen Metro is that there is no driver on the subway trains, and control is due to the fully automated ATC system (from the English Automatic Train Control ). This system is designed to exclude the possibility of human error, as well as more clearly control the distance between trains (due to the precisely set braking and acceleration values). In addition to ATC, there is a control, regulation and supervision system that manages power, ventilation, burglar alarms, and a video surveillance system ^[12] .

Control over the system comes from the Control and Maintenance Center ( Dat. KVC , from Kontrol og vedligeholdelsescenteret ) in Westamager. The center occupies 1.1 hectares , where depots , hangars for non-working (inactive) trains and maintenance are located. Also on the territory of the center there is 5 km of track, 800 meters of which are a test track in the period after service. A typical shift consists of five operators that monitor the health of the systems. In cases of unexpected situations, the operator can intervene in the work by applying one of many action plans for unexpected contingencies ^[12] .

The ATC system consists of three subsystems:

1. The ATS subsystem (from the English Automatic Train Supervisory ) is a system for monitoring and controlling train routes and directions. It is this system that selects the train route. The ATS subsystem, depending on the situation, selects a scenario for the movement of the train. For example, the scenarios are different: normal train movement, train movement at night, train movement during maintenance of tracks. Information about the movement and routes of trains is displayed on the monitors of the train control center. ATS also stores information about errors and failures, repair and maintenance activities.
2. The ATO subsystem (from the English Automatic Train Operation ) is a system for controlling traffic at stations, namely, stopping a train, opening doors, waiting for a certain period of time, closing doors, continuing driving. This part of the system is an analog of autopilot and is comparable to the physical function of a train driver. The ATO subsystem operates at a very high level, and cannot independently change its parameters, such as the braking speed or the waiting interval at the station.
3. ATP subsystem (from the English Automatic Train Protection ) - a system of protection against accidents in the subway, passengers and personnel from accidents (in particular, derailment, collision of trains, opening doors while driving). The system checks and controls the speed limits (three positions of the speed switch: the beginning of movement or acceleration, movement and braking), the distance between trains, turnout and free path (the presence of foreign objects on the way, repair or maintenance work) ^{[12 ]} .

All important systems in the trains of the Copenhagen metro are redundant and have double support (in the case of the exit of one system, the control switches to the backup). So the train can continue to move even if half of its engines are out of order. In this case, the fault monitoring system detects an error and signals to the control center console, and the train is removed from the working area if possible ^[39]

Door Closing System

The Copenhagen metro has a safe and fully automated system for closing car doors, which is controlled by the ATO subsystem. Before closing the door, an audible signal sounds, and above the door the signal light flashes. In addition, the door has pressure-sensitive edges, which makes it possible to detect whether even small objects or objects are obstructing the closure. When such an obstacle is detected, the door closes immediately ^[39] .

Everything - both underground and ground stations are equipped with built-in sliding doors to the platform, the opening and closing of the train and platform doors is synchronized by the principle of a lift , and is also controlled by the ATO subsystem. This system is used for security purposes (prevents passengers from falling or jumping onto rails, increased security for visually impaired passengers) and economy (cheaper and better control of ventilation at stations and tunnels). In addition, the equipment of all stations without sliding doors in 2014–2015 made it possible to reduce the interval between trains to one and a half minutes per rush hour ^[16] .

Fire Safety

In order to increase fire safety, the trains of the Copenhagen Metro are constructed mainly from non-combustible materials. For parts that cannot be created from such materials, those non-combustible materials were used that, when ignited, do not emit toxic fumes ^[39] .

In underground stations, in addition to standard fire safety measures, an electric spindle is used in the construction of glass pyramids. As a result, the base of the pyramid is raised by 60 cm, and in case of fire, the spindle will provide the necessary smoke removal during evacuation ^[16] .

Maintenance

Maintenance of trains includes internal and external cleaning of wagons. External cleaning takes place automatically. The train is automatically taken out of the working area and driven to the depot, where a regular check is carried out. After which he becomes a train of trains ready for work. If the train needs special care, then it can be manually removed from the system. So, in September 2003 , during a test drive, an automatically opening door fell off at one of the cars, as a result of which all trains were forcibly put into maintenance mode, in which the doors were checked and adjusted for all cars ^[30] .

With the transition in March 2009 to a round-the-clock mode of operation ^[25] , the conditions for servicing the metro became more complicated, since nights were used for technical work. Now, if any route acts on one path, the second path is used for technical purposes. Every two months (6 times a year), the Copenhagen Metro partially closes at night (part of the night does not work from Sunday to Thursday), overhaul works are carried out during this period of time ^[25] .

Hours

Initially, the metro worked from 05:00 to 01:00 on weekdays, and around the clock on weekends, but from March 16, 2009 the schedule changed, and Copenhagen became one of the first cities in Europe with a metro working around the clock ^{[5] [25]} .

Intervals between trains from 2 to 20 minutes :

• at peak hours (07:00 - 10:00 and 15:00 - 18:00): 2 minutes on the general section and 4 minutes on the branches ^[40] ;
• in the daytime (05:00 - 07:00, 10:00 - 15:00, 18:00 - 24:00) 3 minutes on a common site and 6 minutes on branches ^[40] ;
• night time (24:00 - 05:00) 10-20 minutes

Fare

In the Copenhagen agglomeration, an integrated payment system is used with a link to the fare for the travel area. The metro covers 4 zones:

• 1 zone , to which the stations belong: Nørreport , Kongens-Nytorv , Kristianshun , Icelands-Brugge , DR-Buein , Amagerbro , Lergrausparken , Forum and Frederiksberg .
• The 2nd zone , to which the stations belong: Frederiksberg , Fasanvay , Lindevang and Vanles .
• Zone 3 , to which the stations belong: Sundby , Bella Center , Erestad , Westamager , Oresund , Amager Strand and Femeren .
• Zone 4 , to which the stations belong: Kastrup and Lufthown (Airport) ).

A fixed fare is assigned inside the city zone (zones 1-3) (for example, in October 2010 ^[41] , the fare in one zone was 13.5 Kr , the minimum allowable initial ticket price for an adult is the price of a trip through two zones, then there are 27 Danish crowns), but when traveling to each next zone, the fare increases. Such a system allows the use of any available transport, including transfers to another vehicle at no additional cost ^[42] . A wide selection of various types of tickets and travel tickets, a one-time trip on which will cost significantly less, can minimize transport costs, depending on the frequency and distance of the necessary trips.

The metro has rules and restrictions ^[43] :

• An adult passenger has the right to bring two children under the age of 12 years with him for free.
• For children under 16 there is a children's fare (50% of the cost of an adult ticket). Each child under 16 years of age can carry one child under 12 years of age on his ticket.
• Dogs and bicycles need a separate ticket. This is often confusing, since bicycles are free to transport on the S-tog metro line connecting to the metro.
• Guide dogs and small dogs placed in the bag drive free of charge. A large ticket is required for transporting large dogs, and there are areas specifically for allergy sufferers where dogs are prohibited from being transported, these are the first six places in the head and in the tail of the metro train. At the same time, if the subway worker thinks that your dog is inconvenient for other passengers, you may be asked to stop the trip ^[43] .

• Bicycle restrictions ^[44] :
  • To transport a bicycle with you, you need to buy a ticket for it (12 Kr, or a subscription for 10 trips worth 105 Kr).
  • Bicycles are prohibited from 07:00 to 08:30 and from 15:30 to 17:00 (peak hours). In the summer months, from June 1 to September 1 , this rule does not apply. Almost every metro station has an organized parking for bicycles, and at Vanles , Forum , Norreport , Kongens-Nytorv , Kristianshown , Amagerbro and Lergrausparken stations there are special cellars equipped with video surveillance for free parking ^[44] .
  • Cargo bikes (such as Christianiacykler dates or Long Johns dates ) and bicycles with three or more wheels are forbidden for transportation on the subway ^[44] .
• At night, the ticket price is the same as during the day, for holders of paper tickets, and lower for holders of electronic ticket cards.

All types of tickets can be bought at vending machines, for coins or using a credit card . At many stations there are ticket offices or kiosks where you can buy a ticket from the cashier ^[42] (and take transport schemes, schedules and other information materials for free).

До 30 июня 2015 года действовала система разовых билетов-карточек, действительных для всех видов городского и пригородного транспорта, кроме такси и экскурсионных автобусов. Карточки были различных типов—для суточных поездок по всем транспортным зонам или для одно-, полутора- или двухчасовой поезки в зависимости от количества зон, покрываемых разовым билетом. Билеты выглядели как продолговатая карточка с пронумерованным отрывным полем. Разовый билет необходимо было прокомпостировать в валидаторе в первом транспортном средстве по пути вашего следования, от отрывного поля автомат-валидатор отрезал кусочек и рядом со вновь отрезанным кусочком проставлял дату, точное время и зону активации билета—билет был действительным с этого времени и в течение интервала указанного на обороте карточки. По истечении этого срока билет необходимо было валидировать вновь для продолжения поездки или совершения новой. Валидаторы в Копенгагенском метро выкрашены в жёлтый цвет ^[42] и были установлены в вестибюлях подземных станций или при входе на платформу на наземных станциях. Большинство из них демонтировано за ненадобностью.

Бумажный билет разового пользования нового образца и поныне можно купить в автоматах и в киосках на станции. Билет не требует компостирования и действителен в течение одного часа с момента покупки для зон 1—3, полутора часов для зон 4—6 и двух часов для зон 7—8. Время действия билета указано на самом билете жирным шрифтом, время покупки — более тонким и мелким.

В настоящее время действует система электронных карточек, которые пополняются с банковской карты. Проездную карточку можно оформить на станции и сделать именной или анонимной. Как и все билеты, карточка может использоваться на различных видах транспорта, кроме такси.

Для начала поездки (и начала считывания денег) карточку необходимо поднести к стойке с синим табло и надписью check-in. На табло вы увидите надпись ОК, а на карточке будет зарезервирована минимальная посадочная стоимость начала поездки и зафиксировано время начала поездки — вы этого не увидите, но сумма будет зарезервирована на 2,5 часа. По окончании поездки необходимо поднести карточку к стойке с синим же полем и надписью check-ud. Система сопоставит время и зону начала поездки, вычислит расстояние, помножит на действующий тариф в метро, добавит минимальную стоимость начала поездки, и в доли секунды после того как вы поднесли карточку к полю check-ud, вы увидите, сколько стоила ваша поездка и сколько денег на карточке для поездок имеется в остатке.

Так как тарифы на проезд в метро, поездах и автобусах разнятся и доход поступает различным компаниям, необходим учёт смены перевозчика.

Для пассажиров это означает, что начав поездку одним видом транспорта, пассажир должен поднести карточку к стойке с надписью check-in всякий раз, когда меняет тип транспорта (скажем, пересаживается с метро в поезд, а затем из поезда в автобус).

При окончании поездки с пересадками необходимо поднести карточку к стойке с синим полем и надписью check-ud в том транспорте, который завершает вашу поездку.

Если пассажир решит каждый раз в рамках одной поездки при смене транспорта заканчивать поездку и подносить карточку к полю check-ud, это обойдется ему в несколько раз дороже, так как он несколько раз заплатит минимальную посадочную стоимость.

Средняя стоимость поездки через все четыре зоны Копенгагена по электронному билету составляет 25 крон, что вдвое дешевле, чем аналогичная поездка по бумажному билету.

При невыполненной операции окончания поездки check-ud с карточки по истечении четырёх часов после начала поездки будет снята сумма максимальной стоимости поездки в регионе активации карточки (в Копенгагене это 70 крон).

Контроль оплаты проезда может осуществляться как на станциях, так и в вагонах ^[43] . Штраф за безбилетный проезд составляет 750 крон (около 100 евро) и обязателен к выплате. При неуплате штрафа транспортной компании в течение полугода данные неплательщика будут переданы компанией государственной налоговой службе, которая в обязательном порядке удержит штраф не позднее следующего 1 мая.

В каждом поезде метро есть места, доступные для предварительного резервирования. Связь и заказ осуществляются через диспетчерскую и кассу. Эта функция очень удобна и в основном используется матерями с детскими колясками или в случае поездок с большой группой детей ^[39] .

Также в Копенгагенском метро, помимо различных скидок и ограничений, управление метрополитена предоставляет пассажирам гарантии на случай неисправностей движения. Так, между станциями повреждённого участка запускается автобусное сообщение, а если задержка превышает полчаса, то пассажир, воспользовавшийся услугами такси , может рассчитывать на возмещение потраченных на это средств. Заполнив специальный бланк и отослав его в службу метро по обслуживанию клиентов, пассажир может в течение 3 месяцев вернуть себе потраченную на такси сумму (не более 200 Kr), при этом такси должно быть поймано возле станции, где произошёл сбой в работе метро и доставить пассажира в район той станции метро, доступ к которой был ограничен ^[45] .

Владельцем метро является датская компания «Эрестад» ( дат. Ørestadsselskabet ). Созданная 24 июня 1992 года компания имела две основные задачи: постройка метро в Копенгагене и развитие района Эрестад . В 2007 году «Ørestadsselskabet» разделилась на две компании, каждой из которых досталась одна из основных целей головной фирмы. Появившаяся таким образом компания «Метро» ( дат. Metroselskabet I/S ) является на сегодняшний день владельцем и оператором метрополитена, а также контролирует и организует строительство кольцевой линии. 50 % компании «Metroselskabet» принадлежит коммуне Копенгаген , 8,3 % — Фредериксбергу , а 41,7 % принадлежит государству.

Основные лица компании-оператора:

• Хеннинг Кристоферсен ^[14] ( дат. Henning Christophersen ) — председатель правления директоров компании «Ørestadsselskabet».
• Хенрик Плоугмэнн Ольсен (дат. Henrik Plougmann Olsen) — исполнительный директор компании «Metroselskabet».

Постройка метро в весьма короткие сроки (и, как следствие, большие финансовые вложения) привела к завышению результативности нового вида транспорта. Так в 2006 году в старейшей датской ежедневной газете «Berlingske Tidende» ^[46] появилась информация, что с вводом метрополитена пассажирооборот увеличился на 20 % ^[47] , когда как сами жители Дании уверены, что он увеличился не более чем на 1 % ^[48] . Такое завышение было объяснено тем, что после создания первых двух линий метро (стоимость составила около 15 млрд крон ) новый проект кольцевой линии потребует ещё больших вложений, которые требуется обосновать. Предполагалось, что ввод метрополитена снизит количество автомобилей на дорогах. В Копенгагене, как и во многих крупных городах, проблемой являются автомобильные пробки , повышенные городской шум и загрязнение воздуха ^[21] . Однако, вопреки опасениям, пассажирооборот Копенгагенского метрополитена на 2008 год составил 16 % превышения (это 44 миллиона пассажиров в год) ^[49] .

Открытие в 2007 году участка до станции Луфтхаун (аэропорт Каструп ) привело к спорам с жителями острова Амагер , проживающими вблизи линии метро. Данный участок метрополитена использует бывшую амагерскую линию датской железной дороги (DSB, от дат. Danske Statsbaner ), то есть является наземным. Жители считали, что линия должна была проходить под землёй, чтобы не создавать шума и дополнительных препятствий наземному движению ^[13]

Некоторые аналитики склоняются к мнению, что новая кольцевая линия (Cityringen) не решит проблему с количеством автомобильного транспорта на дорогах. В первую очередь потому, что кольцевая будет охватывать пригороды и отдалённые от центра Копенгагена районы, не влияя (положительно) на ситуацию в центре, а лишь добавляя полосы движения на уже перегруженные участки ^[50] . Таким образом, при предположительной стоимости проекта в 50—60 миллиардов крон , количество автомобилей (и, как следствие, уровень шума и загрязнения) снизится всего на 1—2 % ^[22] .

Мэрия Копенгагена одобряет и поддерживает проект Cityringen, в том числе и возможное расширение кольца к 2030 году ^[51] . Во-первых, кольцевая будет охватывать пригороды и свяжет их с единой сетью метро, став альтернативой существующему железнодорожному транспорту. В частности, были планы прокладки метро по территории коммун Гладсаксе и Херлев ^[52] . В Херлеве находится крупнейшая больница Копенгагена — дат. Herlev Hospital (к тому же здание Херлевского госпиталя является самым высоким зданием в Дании ^[53] ), добраться до которой пока можно только железнодорожным и автомобильным транспортом ^[54] . По состоянию на 2015 год, кольцевая дорога все же ограничилась планами в рамках копенгагенской и фредериксбергской коммун.

Утверждённые планы строительства вызвали негативное отношение жителей города. Общественность обеспокоена тем, что прокладка новой линии метро будет проходить в непосредственной близости от ценных городских объектов. Так, когда в 2007 году проводили пробные бурения, были обнаружены следы древнего порта, который можно отнести к VIII веку. До этого первое упоминание о Копенгагене, как о небольшом рыбачьем поселке, датировалось 1043 годом ^[55] . Археологические исследования удорожили и замедлили ход строительства.

Главная площадь Конгенс Нюторв, которая после запуска кольцевой дороги в 2019 году будет главной пересадочной станцией и соединит все четыре линии метро, вновь лишилась своих деревьев. Впервые это произошло в 1998 году, когда полуторавековые вязы были заменены на липы, которые, в свою очередь, не простояв и двадцати пяти лет, вынуждены были уступить место строительству, так же, как и другие старые деревья вдоль линии строительства. Экологические организации были возмущены, и в этот раз всячески способствовали проектам пересадки взрослых деревьев.

Большой резонанс вызвал снос с целью постройки станции метро части старейшего кладбища Assistens Kirkegaard, на котором, в частности, похоронены Ханс Кристиан Андерсен и Нильс Бор .

Жители районов, подвергшихся усилению ночного уровня шума в связи с постройкой метро, затеяли и выиграли долгую тяжбу о денежной компенсации и об ограничении времени ведения строительства. Таким образом, компания-застройщик лишилась возможности вести работы круглосуточно, что повысило стоимость и замедлило ход работ, вызвав, в свою очередь, новый шквал критики.

Особенно недовольны были владельцы магазинов у станции Норрепорт, которые с небольшими перерывами были вынуждены терпеть убытки из-за постоянных строительных работ у станции практически с 2000 года (сперва строительство первой ветки метро, после реконструкция самой станции и всего год спустя после реконструкции — строительство кольцевой ветки метро). Из-за кучности застройки большинство витрин близлежащих магазинов оказалось перерыто строительными щитами, а вход затруднён. Из-за увеличения пропускной способности станции для них в несколько раз возросла арендная плата, которая всё же не была компенсирована повышением проходимости и увеличением дохода из-за вышеупомянутых строительных работ.

Владельцы же торговых центров на Фредериксберге и Конгенс Нюторв, инвестировавшие в строительство прямых подземных входов в центры прямо из метро, напротив, повысили товарооборот, только усилив конкуренцию с мелкими предпринимателями.

• List of Copenhagen Underground Stations
• Greater Copenhagen Office (HUR)
• Transport in Denmark
• Kastrup (airport)

• The official website of the Copenhagen Metro. (Danish)
• Copenhagen Metro at UrbanRail.Net . (eng.)
• NextMetro project - information on projects to expand and improve the Copenhagen metro. (Danish)
• Scheme of the metro and S-tog lines of Copenhagen (2009). (eng.)
• Jensen T. Metro undervejs (Danish) // Jernbanen. - 2002. - Nr. 5 . - S. 30–41 .