The measurements of the new trains for lines 1 and 3 of the Barcelona metro generate controversy. The first convoys of the largest consignment ever purchased by Transports Metropolitans de Barcelona (TMB) have turned out to be somewhat wider than expected in the tests in which they have been examined, according to the agreement of seven workers consulted by EL PERIÓDICO. They point out that the problem lies in the stirrups, the foot that protrudes from the doors of the carriages to bridge the distance from the platform. Instead, the company denies that the convoys scratch with platforms and galleries.
The sources of the staff explain that the platforms are more spacious than those of the convoys that are still in operation and maintain that they have rubbed against the tunnel and station facilities. It happens at least in L1. As a result of the unforeseen event, they comment that wiring is being relocated and other modifications are made to avoid risks and damage.
For its part, TMB denies the majority. He affirms that the changes to adapt the network to the vehicles are “punctual and isolated & rdquor;. It frames them “within the usual procedures & rdquor; in the development of newly invoiced prototypes. In addition, he stresses that the dimensions of the trains are identical to those of the current fleet, which includes models pending withdrawal that contain asbestos in parts of the machinery and the paint that covers the underbody.
The harmful substance was identified in the wagons in 2018. As of that year, 28 active workers were diagnosed with pleural disorders presumably developed by having been exposed to the toxic dust of the material. In July, a court handed down the first sentence recognizing the death of a Barcelona metro operator due to asbestos.
“It’s nothing normal & rdquor;
An employee who participates in tests that are practiced three days a week outside of service hours is of the opinion that a mistake has been made with the dimensions of the door sills. I don’t know who has taken some measures that are so fair that, in the first exits, it was rubbed inside the tunnels. It is the main problem in the tests. It’s nothing normal & rdquor ;, tercia.
Another worker also judges that it is strange. “It’s not that the train hits the walls, but the walls are wrapped in cables and other elements and it’s proven where it’s touching. It’s a design flaw& rdquor ;, he concludes.
An operator who knows the case first hand points out that it is common to run into the odd setback when wagons that have just left the factory are checked. “It is not the first time it has happened, but the number of points where it is touched is excessive. It is more than desirable & rdquor ;, she observes. On the contrary, TMB responds that the exams have been passed “satisfactorily & rdquor;.
Almost 320 million euros
The public company has committed 318.85 million euros to acquire 50 convoys, manufactured by Alstom, which will replace the majority of those that now run on L1 and L3. The company anticipated that the first prototype would enter service on L3 last May and that another would be chartered on L1 in June. From then on, two new vehicles were to be supplied each month, with the prospect that all would be on the road in the summer of 2023.
However, no new trains have started to circulate to transport passengers nor have they all arrived at the rate that was announced. TMB admits that the premiere has been delayed. At the moment, it has two models in the L1 and another two in the L3, the four in tests. The company now estimates that the first prototype will cover the L3 route from the first quarter of 2023. In any case, it does not link the delay to the results of the tests.
“It is not the reason why the trains are not running, which they are arriving later than expected. But it has delayed it somewhat and we will have to see how the stirrups are mounted so that they do not touch anything& rdquor ;, assesses one of the operators familiar with the tests.
The tests of the first prototypes began in September, according to a worker who takes part in them. “The first ones were catastrophic. We had to pull back to avoid causing damage to the line and it didn’t work the next day. At first, there were stations that were very critical. There were six or seven, eight at the most. Quite a few things have been corrected, but they still need to be fixed& rdquor ;, assures the employee, who still locates risk points at the L1 stops in Catalunya, Espanya and Santa Coloma.
The same operator adds that the steps have been removed “to continue doing tests & rdquor ;. Share with a partner that the running boards of the first and last cars are the ones that most threaten to cause a tear. “Fixed installations have had to be removed or relocated, such as stairs, some rubber bands on the edge of the platform or the support of some cables,” says an employee. “They have changed site cables, supply boxes, hoses… Everything that has been seen to have just happened has been modified & rdquor ;, indicates another.
a ripped tube
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The workers consulted clarify that the vehicles have not broken tunnel and station equipment, although they have detected that the distance is too close between the stirrups and some maneuvering and stopping areas. “He has grazed in many places and he continues to be careful. At some points it is scary to pass, it seems that the train is going to eat something, but it has not gone to the extreme of tearing pieces off. Yes, quite a few steps have been broken& rdquor ;, says a worker.
A maintenance technician adds that a new convoy hit a pressurized air pipe in a garage. He testifies that there it has also been necessary to retouch facilities to prevent mishaps.