Automated People Movers: Moving Through the Millennium

The APM marketplace continues to be a growing and dynamic environment. Since the last meeting of the ASCE APM in 1998 in Copenhagen, there have been many changes, from external sources as well as internal to the industry. In most cases, these changes will have a positive effect on the marketplace. Although space precludes the presentation of an exhaustive list, the more significant changes since our last gathering are discussed in these introductory comments.

The history of automated people movers is a fascinating story of innovation by governments, companies, entrepreneurs, transportation interest groups, researchers, and individuals. Some believe that the initial work began when the auto manufacturers were conducting in-house research on automated highways and other companies were developing systems using driverless vehicles on separate guideways. However the impetus for the development of these systems in the United States was provided by the Reuss-Tydings amendments to the Urban Mass Transportation Act of 1964. The amendments required that a project be undertaken to study and prepare a program of research, development, and demonstration of new systems of transportation. Extensive research studies were undertaken in the late 1960s and 1970s. Several manufacturers developed prototypes and early applications included installations at Tampa and Dallas-Fort Worth International Airports and in Morgantown, West Virginia. The Downtown People Mover studies generated considerable interest in the late 1970s. Research and development work was also being done in Canada, Europe, and Japan. Today there are over 100 installations of various types and configurations throughout the world and many more are under construction or are being considered. This paper looks back at some of the events in the development of this new transit technology.

The need of urban communities and their citizens for mobility and interconnections generates demands for Automated People Movers (APMs) at three distinctly different levels or scales. The first of these is large-scale urban public transit infrastructure for towns, large cities and metropolitan areas. These projects are at the heart of an inherently political process which, in the United States, is centered within Metropolitan Planning Organizations (MPOs). The second level or scale of APM project generation is for local circulation within urban districts, campuses, and centers of various kinds — in the realm of public-private partnerships. The third is within single properties as an element within more individualistic architectural plans. The different scales and dynamics of these three levels of projects are substantial and significant, and are explained in this paper. These differences have real impacts on those seeking to advance and implement APM projects. Their implications for public policy and commercial strategies to facilitate the realization of benefits that APMs can deliver are explored.

The $920 million, 10.5-km (6.6-mile), 12-station APM system, which opened on March 28, 1996 in Taipei, Taiwan, is part of an ambitious $17.4 billion Taipei Rapid Transit Systems. The fully automated, driverless, rubber tire on concrete track system is based on the French VAL system design, with a maximum capacity of 30,000 passengers per hour per direction. It is intended to serve as the only medium-capacity transit system in the otherwise heavy rail dominated Taipei Rapid Transit Systems. The current peak-hour ridership is about 11,000 passengers, well short of the 27,340 passengers that were originally forecasted to use this APM system. The lessons learned from Taipei's experience are as follows: (1) high level of service comes with a price as the cost for automation is expensive; (2) proprietary technology of automated control systems and vehicles is not recommended; and (3) negative publicities generated in Taipei will adversely affect future application of APM as a medium-capacity transit system.

In this thesis, I shall discuss the issues confronted in the developing of APM systems, the standpoint of the government on support of public transportation, the role of APM systems geared to low traffic demand, and Japan's policies regarding the popularization of APM and LRT systems.

The University of Florida conducted in the early 1990s a research project related to downtown people movers (DPMs) and their feeder systems. This paper describes the evolution over the past ten years of the three DPM systems implemented in the United States: Miami's Metromover, Detroit's people mover and Jacksonville's Skyway. Although the ridership on all three DPMs has been significantly lower than original projections, these system have evolved with varying degrees of success and public support. The research conducted for this paper indicates that the success of DPM systems, more than any other transit mode, depends not only on ridership but equally on the role they can play in promoting downtown development; improving the image of the city by making it more attractive for tourists and businesses; enhancing the quality of life by providing a convenient, safe and dependable transit system for downtown mobility; being capable of efficiently handling large number of commuters during special sport or cultural events; and serving as a foundation for future transit expansion programs and downtown redevelopment plans.

Asian cities are undertaking major urban transit projects to mitigate congestion and pollution of an enormous proportion. Some cities have implemented only light rail solutions (i.e. Manila); some have implemented a combination of light rail, rapid transit, and Automated Guideway Transit systems (i.e. Kuala Lumpur, Taipei, and Singapore). Numerous others are facing major strategic decisions regarding which type of transit technology to implement. This technology ranges from conventional light rail and subway systems to innovative Automated Guideway Transit (AGT). This paper illustrates the superior applicability of Automated Guideway Transit for Asian urban applications over elevated rapid transit systems, subways (including Japanese smaller diameter subways), and light rail transit (both at-grade and elevated) in spite of the latter's broad promotion.

This paper describes the transport policy of Singapore, and shows that this city has become the home of driverless systems, from airport people mover to heavy metro. It also addresses the key features of the NEL project. The rolling stock, 25 6-car trains, using steel wheel on steel rail technology with conventional rotary motors, fed by a catenary under 1500 V DC, will be the largest driverless trains ever built (138 m long, 3.2 m wide, 300 seats and almost 2000 passengers per train). The Automatic Train Control (ATC) uses full moving block technology and a leaky waveguide link. To prepare the integration of the Core System ALSTOM has prepared the integration methodology and test scenarios.

The Astramline, the new transit system in the city of Hiroshima, commenced operations in August 1994 as the ninth medium-volume railway-style transportation system in Japan. It functions as a major form of public transportation in the northwest part of the city. During the extended period from 1991 to 1998, the city of Hiroshima, together with the Chugoku Regional Bureau, Ministry of Land, Infrastructure and Transport, conducted a systematic survey and analysis of the impact of constructing the Astramline. The purpose was to obtain basic information for promoting and developing the medium-volume railway-style transportation system. This report provides a summary of the Astramline's impact.

Two years have past since the presentation at the APM 99 conference held in Copenhagen and the Project has come closer to opening for commercial service. Further experience with the chosen project strategy for design development, procurement and implementation of a proprietary APM system has been gained. This paper gives a short overall description of the Copenhagen Metro system and focuses on the experience gained from implementation on site and the process towards safety certification before going into revenue operation.

The Las Vegas Monorail system is the nation's first fully automated, line haul, state-of-the-art, urban monorail rapid transit system. It also is the nation's first modern-era urban rapid transit system to be funded without public tax revenues, and it is one of very few rapid transit projects in the world being implemented on a complete design/build/operate/maintain/finance, or, "Super Turnkey' basis. This paper summarizes how this remarkably unique project is becoming a reality, and briefly describes the project and its advanced technology.

This paper identifies some of the most valuable benefits which led cities ranging from 300,000 inhabitants to 2,000,000 inhabitants to select a fully automated transit system, rather than other conventional systems designed for the same traffic capacity, as a backbone to resolve their needs for public transportation.

The paper presents the service parametric data and statistics for the first year of system operation. The passenger trend and the highly favorable reaction of the public towards this system and its innovative operation mode prove the success of the project, confirming objectives and its economic validity.

Under a Franchise Agreement with the City of Indianapolis, Indiana, Jakes Associates, Inc. (on behalf of Clarian Health Partner, Inc.) is implementing an urban private transit system on a public right-of-way. This project is a result of our three-year effort to transfer our Las Vegas transit implementation experience into a typical American downtown setting. The Health Care Transportation Franchise Agreement between the Consolidated City of Indianapolis, Marion County, Indiana and Clarian Health Partners, Inc. is the first ever conceived. There have been various franchises awarded over the years, but no one has ever attempted to enter into a long-term transportation Franchise Agreement with private industry other than a transit supplier or a consortium. This is a truly innovative approach that may result in bringing many People Mover systems to urban settings in a rapid manner without using public funding. This unique concept is based on economic vitality (through improving employee productivity) of cost efficient People Mover systems. The paper focuses on the political process including the Mayor's office, all local authorities having jurisdiction, and also neighborhood associations that have played important roles. It also presents the implementation concept of the system, including the unorthodox procurement method that allowed the introduction of new technologies. The system is under construction and will open in November 2002.

On November 1, 2000, the 2.5-mile Skyway Monorail Automated People Mover in Jacksonville, Florida opened its last two stations. Planned in the 70's to help relieve downtown traffic, congestion, air/noise, pollution and insufficient parking, today it does even more. Today it serves as the building blocks for the vision of a mass transit system to serve Jacksonville into the 21st Century and beyond. During the completion ceremonies Jacksonville Transportation Authority Chairman of the Board John S. Peyton commented. "While the Skyway project has faced numerous challenges and delays throughout its history, the completed system will be a transportation asset to a growing and changing Jacksonville. The Skyway is an anchor to which Jacksonville Transportation Authority's (JTA's) bus and trolley system already connect and for which future rapid transit such as light rail or busways will also interface". The role of an urban APM differs from the role of APMs used in other applications. The challenges are different the ridership more diverse.

During peak hours, over 65,000 pedestrians circulate the intersection of Las Vegas Boulevard and Tropicana Avenue in Las Vegas, Nevada. Jakes Associates, Inc. devised a solution for capturing a sizeable share of the pedestrian traffic by implementing a sophisticated and attractive elevated guideway transit system between the intersection and selected properties. The fully enclosed transit station is integrated with the existing overhead walkways that link all corners of the intersection at the same pedestrian transfer level. Express trains capable of transporting 3,200 passengers per hour per direction travel from the intersection station to the Mandalay Bay Resort destination. However, only one train shuttles passengers back, making stops at the Luxor and Excalibur Hotels and Casinos. The system opened in April 1999 only eight months from the notice-to-proceed, setting another construction record for transit projects of such magnitude. Over 20 million passengers have rode the system to date without a single incident. The system introduced a prototype steel guideway design. The narrow, light, and transparent nature of the guideway makes it not only very elegant and unobtrusive, but also cost effective.

As one means of alleviating severe congestion on urban highways, APM technologies have been received keen interests in Korea. Several cities finished feasibility studies for introducing APM technologies systems ranging from PRT to full-blown AGT systems. Also since 1994, the Korean government has been working on two demonstration projects to promote APM systems in the Hanam and Gimhae area. These two projects are somewhat behind the originally anticipated schedule, but they are gaining momentum after the Government's recent selection of priority negotiation parties for Build-Transfer-Operate procurement schemes. Valuable insights can be obtained by examining the various aspects of the development process. This paper summarizes important milestones in APM project development in Korea, and the implications on policy and system procurement strategies. Current status of the projects is explained and future project development direction and new prospects are discussed. Issues regarding demand forecasts, funding schemes, land development strategies, project viability, technology selection processes, integration with other transport systems, and institutional and administrative structures are also described.

Our objective is to develop a privately funded Automated People Mover system preferably in an underground tunnel between the central downtown Mayo Clinic Campus and the remote St. Mary's Hospital with opportunities for various future extensions. Underground People Movers are rare due to typically prohibitive costs. Therefore, it is a unique opportunity to demonstrate an innovative design approach that will make this system affordable. The alignments and operational scenarios for the transit system must reflect a compromise between overall rider convenience, medical complex image, and the required level of investment. This approach requires a uniquely creative transportation solution as there are multiple desired destinations within the Mayo campus, various parking facilities, and also downtown Rochester. The project is in the engineering phase.

This paper examines the feasibility of automated people mover (APM) service in Salt Lake City, Utah. Salt Lake City is the central city of the Wasatch Front region which, with a population of 1.7 million, is home to 80% of Utah's residents. Salt Lake City is within 20 kilometers of several world-class ski resorts, serves as the center of the growing Latter-Day Saints (LDS) church, and will host the 2002 Winter Olympic Games. Metropolitan Salt Lake City-Ogden-Provo is the largest urban agglomeration within a 500-kilometer radius, making it the economic, arts, educational and transportation center of a substantial region.

The interest for an APM-system started during the late eighties in Uppsala. Several studies have been carried out over the past 10 years. This paper presents some of these studies and concentrates on the process in the city (political, press, public, etc.) and describes the current status of the Uppsala APM project. At the APM conference in 1997 we presented the results of the work at that time. Now, some years later, the work has been completed with more studies. For example, a new routenet has been developed to replace parts of the recent network and studies concerning safety and security in APM-systems. The APM-system is the base of the future public transport system in Uppsala.

This paper discusses the analyses, results, and applicability of APMs in this context, and possibly others in the San Diego area, to be feeders/distributors for the Trolley line haul service.

The Greater Vancouver area has grown rapidly over the past two decades and is now a large, vibrant, multicultural region and an important international gateway to the Pacific Rim. With an expanding economy and population, the city and surrounding municipalities are facing unmanageable congestion, rising air pollution and urban sprawl, all of which take a toll on the regions livability. From a systems contractors perspective, this paper outlines the challenges of integrating new, state-of the-art electrical and mechanical systems with existing systems built in 1986 and subsequently extended in 1990 and 1994. The requirements of this brown-field systems engineering process and its quality assurance controls are described. SkyTrain is well known as a transit system that demonstrate one of the lowest costs per passenger kilometre in the industry. The conclusion reviews SkyTrains history of exceptionally low operation and maintenance costs and explains how this history was translated into specific performance targets for the new system. Strategies for maintaining a high level of performance while driving down future costs are outlined.

Work is well underway on the fully automated, driver-less (but manned by train stewards) 21 kilometer Copenhagen Metro. The system consists of three lines. 2002 will see the start of Copenhagen's new Metro. This will be the line between Nørreport in the centre of Copenhagen and Lergravsparken and Ørestad on the island of Amager southeast of the city centre. The second phase from Nørreport to Vanløse west of central Copenhagen via Frederiksberg will open in May 2003. There will be 34 trains, each with 3 walk-through cars, 6 doors on each side, 100 seats with a capacity of approximately 300 passengers per train.

This paper presents a historic synopsis Of secure vs. non-secure travel path issues at George Bush Intercontinental Airport/Houston, then examines non-secure inter-terminal passenger conveyance alternatives for the Airport as a case study. Benchmarking the existing Inter-Terminal Train, available transit modes, and generation and analysis of non-secure passenger conveyance alternatives will be examined in terms of cost effectiveness and passenger level of service.

This paper summarizes the investigation phase of the work and presents an overview of the recommendations. One of the implemented repairs, made to degraded parapet wall running surfaces, is discussed in detail. Numerous repairs had been attempted in the past to address this persistent maintenance problem with little success. After reviewing previous repairs and evaluating several possible alternatives, a "Pilot Program" was recommended and implemented. An epoxy-sand grout was developed in cooperation with contractors executing the work. This repair was applied in selected sections of guideway and its performance was evaluated over a two-year period. That evaluation is now complete and the repair has been recommended to be implemented throughout the Airport Train system.

Mitsubishi Heavy Industries, Ltd. (MHI) designed, built and commissioned a state-of-the-art Automated People Mover (APM) System for the New Hong Kong International Airport Constructed at Chek Lap Kok to replace the former Kai Tak Airport. The APM began passenger service on July 6, 1998, the day that the New Airport opened. The operation and maintenance of the APM system has also been undertaken by MHI under contract to the Airport Authority of Hong Kong (AAHK). Over the first two years of operation there have been no accidents and no major service disruptions thus achieving an availability of more than 99.9%. A distinctive feature of the Hong Kong International Airport APM, when compared to other systems of similar size, is the small, compact operation and maintenance organization that has been executed by MHI.

The Chiang Kai-Shek (CKS) International Airport serves as one of the busiest airports in the region. Currently, CKS International Airport development program is underway and it includes construction of a new passenger terminal to accommodate the increasing passenger demand. An Automated People Mover (APM) system connecting this new passenger terminal and the existing terminal is one of the major projects in the overall airport development program. The APM system is located in both of restricted and non-restricted areas and transports passengers travelling between, terminals with shuttle operation. In the future, the APM is planned to loop type route alignment and transport passengers travelling among three terminals. Niigata was selected as the supplier of the APM system with its NTS system technology. This paper provides an introduction to the APM system and its unique design features.

Birmingham International Airport is a major UK regional airport serving the central industrialised area of England, with a population of 7 million people within an hour of the Airport. The Airport was officially opened for passengers in July 1939, having been conceived by Birmingham City Council in the late 1920s. On the outbreak of war, the facilities were requisitioned by central government and it was 1960 before it was returned to city council control, commercial services having been resumed in 1949. The ownership of the Airport was transferred to the West Midlands Metropolitan County Council (WMCC) in 1974 when about 1 million passengers per year were using the facilities. The road and public transport needs of the new development and the effects of additional traffic on the existing transport networks were studied using air traffic forecast information and estimates of modal split (percentage airport users split by type of transport used for access into the Airport), peak vehicle flows and peak car parking demand.

The Northwest Airlines new Midfield Terminal at Detroit Metropolitan Wayne County Airport is currently under construction and scheduled to open in December 2001. A major feature of the new Midfield Terminal will be an Automated People Mover (APM), which will operate on an elevated guideway above Gate Level in the approximately 1,493.5 meter (4,900 foot) long Concourse A which will have 64 jet gates, 10 of which are capable of handling International flights. This abstract will provide a general description of the APM at the new Midfield Terminal, which will be officially named the "Express Tram", in terms of its design and planned operation.

Following 13 years of research in the field of automated guideway transit, the Taxi 2000 PRT system has been under development since 1981 with objective of minimizing costs of transit while maximizing ridership and meeting required levels of capacity, safety, reliability, security, and comfort with minimum energy use, pollution, land use, material use, and disruption during installation. In 1993 the Chicago Regional Transportation Authority selected Taxi 2000 for full-scale development; however, by departing from the fundamental objective, the resulting system found no market. In January 2000 Taxi 2000 was freed from its obligations and has been able to seek investment capital to fully commercialize its PRT system. The paper describes the system, gives evidence of its ridership potential, and discusses the potential benefits for communities.

The "King's Curve" business, shopping and amusement area in Huddinge, is an expansive development area SW of Stockholm. Today there is a lack of an adequate transit service to and within this area. In this pre-feasibility study we have examined four different modes of transport — Bus, Light Rail Transit (LRT), Automated People Movers (APM) and Personal Rapid Transit (PRT). Our conclusion is that there is a need for an elevated guideway system separated from the ground street level to achieve a high performance transit level-of-service. With a doubled activity level and twice as many visitors to the area, a PRT or an APM system would double the market share for transit trips. With an augmented land-use in the area, all four systems show a positive benefit-cost ratio. However, the bus system would probably not be able to maintain its speed requirement, due to an enhanced congestion in the local road network. Thus, we recommend further investigations for an APM or a PRT system.

In many urban environments, the use of private automobiles has led to severe problems with respect to congestion, energy, pollution, noise, safety and general degradation of the quality of life. Therefore, historical city centers are facing serious problems, traditional commerce in them declines — moving to the periphery, and they become less attractive to tourists. In spite of many recent improvements of public transportation systems (PTS), in many cases the car still offers a much better service at the individual level. A new approach for mobility, emerging now as an alternative solution to the private passenger car, offers the same flexibility and much less nuisances: small automated vehicles which form part of the PTS, and complement mass transit and non-motorized transport, providing passenger service for any location at any time. These vehicles can serve as a basis for new, trackless, Personal Rapid Transit systems (PRT). Such systems will avoid the many disadvantages of the "conventional" tracked PRT, because the infrastructure is much simpler and therefore also much less expensive, does not interfere with the landscape and all in all offers much more flexibility and convenience. This paper describes the general concept of the Trackless PRT system, several of the vehicles and the automated road network, and a fleet management method. The focus is on key technologies which are common to all these systems and which are still under development. Other issues discussed in the paper include cost analysis of advanced transportation systems, and impacts related to quality of life, environment, energy ands safety.

The ULTra (Urban Light Transport) system has emerged from a systematic study of fundamental requirements of an effective and sustainable transport system for the new century. The innovative Personal Rapid Transit (PRT) system which resulted from this analysis features electrically powered 4 person vehicles with a target gross weight of 800 kg and a continuous power requirement of 2kW. Special emphasis has been placed on minimising the cost and visual intrusion of the infrastructure.

The World Gateway Terminal at Miami International Airport (MIA) is under construction. This 1.3 billion dollar Terminal is designed to prepare for the continued growth in travel demands at MIA and will be used by American Airlines as its Latin American Hub. The construction of the new Terminal will include significant demolition of existing concourses, modernization of existing space, and adding new facilities and special systems. All must take place while the airport continues to operate at full capacity. A major element of the Terminal is an APM system. This system is designed to be integrated with other airport functions to provide required transportation services, enhance the overall Terminal operational performance, and improve the passenger level of service.

The Civil Aviation Authority of Singapore (CAAS) is building a new Terminal 3 at the Singapore Changi Airport. This paper describes the evolution of planning for this system, its general requirements, the procurement process, and the PMS status as of April 15, 2001.

The paper will discuss the problems and solutions in attempting to utilize infrastructure, designed and built for small cars (27 pax) operating in a circulating mode, for large car (60–70 pax) trains operating in a pinched-loop mode. In addition the approach and solutions to having the APM service different facilities over a circuitous route will be presented.

Since the airport opened in 1962, Washington Dulles International (Dulles) has employed the use of a large fleet of mobile lounges (called plane-mates and mobile lounges) to move passengers between the Terminal and aircraft, and in recent years, between the Terminal and the midfield concourses. Continued development of the airport will exceed the capacity of the mobile lounges and necessitate the building of an alternate passenger conveyance system. To meet Dulles' future capacity requirements, the Metropolitan Washington Airports Authority (MWAA) is moving forward with planning, design, and procurement activities for a new underground automated people mover (APM) system. Issues such as the most appropriate APM alignment have been studied for several years. This paper provides an overview of some of the APM planning considerations that led to the identification of the preferred alignment alternative, the process used to determine system ridership demand, and a description of the system configuration being designed today.

This paper will present the background of the proposed APM systems at SJIA, both on and off-airport, and discuss the technical aspects of the planning process leading to the recommendation of a preferred alignment and operating configuration for the Transit Connection APM.

Baggage carts are increasingly appearing in most major airports and intermodal rail stations. This trend toward baggage cart use is especially relevant as the burgeoning terminal facilities increase the distances that travelers are required to walk, the same factors that are increasing the use of APM systems to serve airport and intermodal circulation functions. This paper explores the factors that are driving the desire of terminal operators to allow baggage carts to pass through the APM system, and the resulting complications to APM system design and operations. The aspects of customer service versus capacity reduction and safety are discussed. Issues such as vertical circulation, station facility design, location and placement of carts onboard trains, door width and automated operations, and stanchion locations are discussed. Case studies are described of APM baggage cart policy and observations at Gatwick and Newark International Airports. The precedent of new APM systems now being designed and the airport's associated consideration of allowing baggage carts on the system are then be addressed for the San Francisco, New York Kennedy, Miami and Paris Charles de Gaulle Airports.

The purpose of this paper is to discuss the programming studies that were performed and the results of those studies to define the overall scope of the new Dallas/Fort Worth International Airport Automated People Mover. In 1997, the Dallas Fort Worth International Airport (DFW) Board identified the need for a new secure automated people mover in the Airport Development Plan (ADP) Update. The ADP Update established two primary planning goals for the APM System: (1) provide a cost effective system that facilitates passenger connection and meets walk distance requirements, and (2) consider system extensions to non-terminal facilities that can be cost justified. These goals could not be met by the existing secure APM system because the system is at capacity, and cannot be extended into new terminal areas.

Dallas / Fort Worth (DFW) International Airport has experienced significant increases in air traffic demand that supports the need for an overall airport expansion program. Expansion of existing Terminals has caused the current Airport's Train network to operate at a level very close to maximum practical capacity. The addition of a secure Automated People Mover System to transfer passengers between all the Airport Terminals is critical to support the Airport's projected future growth. The APM Program is a multifaceted organization made up of the owner, designers, contractors, train consultant, and the train supplier. All design and construction resources are co-located at the Airport's CDP Satellite Office Complex.

Dallas/Fort Worth International Airport has embarked on a five-year process to design, procure, and install a fully automated, bi-directional Automated People Mover (APM) system to optimize passenger connections within the airport's Central Terminal Area. The system should be fully operational in 2005. A procurement process to select a system supplier was initiated in February of 2000 and after a procurement process spanning eight months, the contract was awarded to DaimlerChrysler Rail Systems (N.A.) of Pittsburgh in October of 2000.

This paper addresses the in-process $846 million dollar Automated People Mover (APM) project for DFW International Airport (DFW), part of the $2.5 Billion Capital Development Program taking place over the next five years. DFW, one of the busiest airports in the world, is addressing the needs of their flying customers with the design, construction and operation of a new APM system scheduled to go on-line in 2005.

The frustrations of traffic congestion, loss of open land in urban areas, and many other ecological and economic concerns are driving a search for alternatives to urban sprawl. The challenge is to design development that is compact and sustainable, yet environmentally compatible despite our predominant car culture. The root of the problem lies in the space required by automobiles, which results in paved environments relatively devoid of landscaping—a significant drawback for residential development, which is pivotal to the to the use of public transit. Advanced transit engineering solutions alone are not enough to induce the public to choose more compact development for residential purposes. Solutions can be found in various forms of traffic restraints. These may be made more restrictive for higher densities, if accompanied by appropriate transit systems. In the case of new development, APM shuttles and loops, with their capabilities of short headways and around-the-clock operation, are ideal tools for creating urban infill with compact, auto-free, and landscaped communities.

Kanazawa City has a population of about 450,000 and is one of the most famous castle cities in Japan. The features of the city's structure are insufficient main roads and many narrow roads, which derived from the old castle city. As a result, traffic jams usually occur in the morning and the evening. It is a big problem for Kanazawa people. To solve the problem, Kanazawa City has tried transportation demand management policy since 1970's. Enforcement of exclusive bus lanes is an important example. At the same time, Kanazawa City began to study a new transportation system in 1970. In 1982, automated guided transit was proposed by Kanazawa City. The proposal was not realized. In 1994, it was decided to move the Prefectural government offices from the center of the city to the suburb. This gave some clues to the discussions on a new transportation system. In 1994, the guided bus system was proposed as a new transportation system. The study was continued up to 1997. In 1998, studies on light rail transit, as well as a comparison between guided bus system and light rail transit were carried out. However, the conclusion was unable to be reached. At the same time, several subjects to solve were indicated by the study in 1998. Especially, the transportation problem, which derived from road's spatial insufficiency, was a big problem. Therefore, traffic experiments in central Kanazawa were carried out in October 2000. The main content of the experiments was time extension of exclusive bus lane. Kanazawa City and Ishikawa Prefecture continue their studies with regards to introducing a new transportation system.

Numerous extensions, new projects and feasibility studies for new Urban Railways are taking place all over the world. Very often the stations and rolling stock do not fulfil the idea of "stations for all" or "design for all". Often the station design has some "ad on elements" so the systems can be used by a few disabled people. Very often the design basis for new APMs is done by highly respected specialists, and very often the architect/designer is attached to the process at a very late stage, so late that the stations are not for everybody. Usually, disabled people have a very different access route, and very often they must ask for assistance to enter the system. When designing the new Metro in Copenhagen one of the key words was "Stations for All". When you just address the different user groups in the disabled organisations you do not design for all. There are groups outside the normal user organisations that have problems entering a public Mass Transport System. "A design for All" must consider all the different groups and different needs. Problems like; the lift is situated a long distance from the main entrance, lifts do not take bikes or twin prams, blind people can not enter the system without assistance, elderly people and females are afraid of using the stations in the evening and night. One can reel off a lot of examples that could have been solved for no extra cost as long as it's done from the start. No extra cost is involved in thinking - and in "thinking in Design for All". With the New Metro in Copenhagen as a case story, the paper will go through examples on how all parts of the design process had the "Design for All" in consideration.

An automated people-mover (APM) derives its worth from the urban activities it serves. Therefore, the number, placement, and configuration of stations have profound impacts on the value derived. This paper explores issues that surround APM station design. It presents information on a sample of existing installations. It describes experience with and without platform walls and doors and discusses fire protection issues. It provides a framework to facilitate the integration of stations and guideways into nontransit buildings.

The Clarian Health People Mover system is under construction in the downtown area of Indianapolis, Indiana based on a turnkey procurement method. One Contractor has full responsibility for the complete system that includes complex urban stations. Three stations are under construction with a fourth in the planning and design stage. The stations are totally integrated with the existing hospital buildings by a network of overhead walkways that are also included under the same turnkey contract. The overhead walkway links between two garage structures contribute to the complexity of the station as a `double decker' approach was adopted due to the station's location in the center of the street. All stations and walkways are fully enclosed and air conditioned with an architectural treatment selected to blend with the existing urban environment. The station design was highly influenced by a nearby historic apartment complex and modern Indiana University campus. This paper focuses on the difficulties and opportunities that occur in the process of integrating new, elevated People Mover stations into an existing urban setting with a variety of physical, utility, aesthetic, and political constraints.

Following the successful completion of the extension of the Docklands Light Railway (DLR) to Lewisham, there is now a proposal to create a new APM extension serving London City Airport, with opening planned for 2004. London now has a wide variety of rail-based means of access to its airports, the most recent (1998) being the Heathrow express heavy rail link to Paddington, following the long established service from Victoria to Gatwick airport, and the more recent (1991) link to Stansted airport from Liverpool Street, and the new (1999) feeder bus service serving Luton airport from Luton parkway station. All these links, and the airports served, differ in character, with Stansted and Luton serving mainly low-cost and charter services, whilst Heathrow remains the major hub, with the high speed 15 minute service to central London serving as the world's most expensive ride for the distance covered, and Gatwick second to Heathrow, also having a heavy rail connection every 15 minutes. This paper assesses the role of the various rail-based means of gaining access to airports, and the potential role of APMs in serving this market.

For half a century, JFK International Airport has lacked direct access via rail transit. Delays on the interstate highway accessing JFK have increased travel times, while traffic flow has been further inhibited by on-airport roadway congestion. The Port Authority of New York and New Jersey, the airport's operating agency, compared alternatives for an airport access system to connect JFK to Manhattan and reduce on-airport traffic.

This paper provides background information on MIA and the unique challenges that led to the planning and the implementation decision for the MIC/MIA Connector. It also examines pertinent issues such as ridership components and critical landside system planning issues such as baggage handling and comparisons with other US airport landside APM systems. Other topics examined by this paper include the critical aspects of the project and the fact that the implementation must occur in an OPERATING AIRPORT, resulting in unique schedule and budget risks/challenges. The resulting Management Plan and procurement strategies to mitigate these risks are also discussed.

Over forty years after the original planning for the Bay Area Rapid Transit (BART) system occurred, steps are now underway to serve the region's three air carrier airports. This paper focuses on the BART-Oakland Airport Connector Project. There is a long history of studies of connecting the terminal at the Oakland Metropolitan International Airport with BART's Coliseum Station, a distance of 4.8 kilometers (3 miles). The most recent initiative stems from Alameda County's successful transportation sales tax referendum, approved by 81% of the voters. This paper discusses key planning, environmental, and conceptual engineering aspects of the Connector Project.

The Port of Oakland (Port), which owns and operates Oakland International Airport, and the San Francisco Bay Area Rapid Transit District (BART) have undertaken an effort to improve the transit connection between Oakland International Airport and the Coliseum BART Station, replacing the existing AirBART shuttle bus service. This improved transit connection, envisioned to be an automated people mover (APM) system, would interface with the proposed new terminal complex at the Airport, which is currently in the planning and schematic design phase. The paper discusses possible APM station locations in the proposed new terminal complex and evaluates each from a customer service perspective (walking distances, level changes, indoor versus outdoor/covered stations, etc.). The paper also discusses other planning considerations, such as airport security issues associated with possible APM rights-of-way and station locations.

This paper describes the status of the AirTrain program. Topics include a system description, with emphasis on the use of Flexiblok communication-based train control. It will also touch upon the guideway running surface and guidebeam (with its unique seismic considerations), switches, stations, non-train control communications, vehicles, use of baggage carts on the vehicles, a newly-designed Maintenance and Recovery vehicle, power distribution, and testing that will take place prior to passenger service.

Backed by abundant experience in the field of materials handling, Ishikawajima-Harima Heavy Industries Co., Ltd. (IHI) has developed state-of-the-art moving walks "ACCEL-LINER". ACCEL-LINER has treadway acceleration mechanism that enables passengers to move at up to 120 m/min, 3 to 4 times faster than conventional constant-speed type, leaving gate speed unchanged for comfortable boarding and alighting. The system implements inclined or even curved route. ACCEL-LINER is expected to meet the increasing demand for a people mover arising from so-called "transportation gap" ranging around 100 m to 2 km and make great contribution to urban network planning as a newly introduced key component.

The High Speed Passenger Conveyor consists of several parts in line: (1) an accelerator, (2) a high-speed section, and (3) a decelerator. The accelerator and the decelerator consist of meshed rollers, with a low axis to axis distance, rotating in the same direction at increasing or decreasing speeds. The high-speed Section is a conventional conveyor belt moving at a constant speed of 3 m/s. Two transition plates have been installed between the variators and the high-speed section. They are fitted with freely rotating spheres. At each side of the tread surface, a variable speed handrail, compared to a "caterpillar", has been developed.

Toyota has developed a prototype Intelligent Multi-mode Transit System (IMTS) as an automated people mover system. IMTS is an automated bus based system, handling a maximum transit capacity of over 16000 passengers per hour. IMTS provides fully automated, driverless vehicles operation on exclusive tracks. IMTS vehicles are guided automatically along magnetic makers embedded in dedicated guideways. IMTS attracts passengers and owners/operators because it can save capital and maintenance cost in comparison with AGT. This paper describes the main characteristics and vehicle control functions of IMTS.

This article presents a new concept and its system architecture, the moving maglev highway system, in which ordinary passenger cars, trucks, and containers travel on individual smart maglev pallet vehicles. The conventional road-vehicle system has proven to have many serious problems such as environmental issues, traffic congestion, traffic accidents, high construction costs and maintenance costs, and some public opposition. To overcome these fundamental problems and to improve the quality of human life in general, it is necessary to develop a completely new paradigm of the road: one that is faster, safer, more comfortable, less costly to build and maintain, more environment-friendly, and easily integrated with the existing transportation systems. This paper introduces the new paradigm of the road: a moving highway for individual ordinary vehicles using maglev technology.

Significant increase in air passenger travel have placed a real strain on air transportation facilities in the U.S. and abroad. Therefore, it is necessary to upgrade existing facilities not only for the current level of traffic but also for anticipated growth in the next millennium. Evaluations of proposed upgrades are based often in part on simulation and modeling tools. Results provided by such tools are very helpful but often lack visualization and presentation capabilities of particular interest and use to administrators, managers, and policy-makers who might lack technical backgrounds. Virtual reality and related technologies may help in the presentation of complex ideas, modeling concepts, and simulation results and may also facilitate communication between evaluation analysts and individuals involved in the decision making process. The development of virtual reality standards like Virtual Reality Modeling Language (VRML) and its successor, Extensible 3D (X3D) makes it possible for a cost effective visualization, and presentation of results. Extensible Markup Language (XML) used for X3D also enables the integration of simulation data into the presentation. This paper explores the potential usefulness of virtual reality in connection with the evaluation of the proposed Automated People Mover System at the Dulles International Airport. A special effort is made in the paper to focus on the use of virtual reality in the visualization of air passengers moving on foot from planes to the people mover. The VRML Humanoid specification (version 1.1) from the Web3D Consortium Humanoid Animation Working Group is used as a basis for visualization of passengers. A library of humanoid models has been collected and created. Simulation results are used to select humanoid models and create passengers in a virtual environment where they move along a set of paths. The virtual environment is a simplified model of a transit area at the Dulles International Airport. The user can freely navigate in the virtual environment, use some of predefined points of view or "attach" to a passenger. The results and experience from the use of the system will be used in future work that will include generalization of the results and application to other automated people mover systems.

Passenger information systems are increasingly becoming an essential element in the train system. They respond to the changes underway in the mass transit global environment, such as: government debt reduction, demands of the aging population, integration of disabled people in society, utilizing information technology to lowers costs, and to improve services. Passenger information and entertainment facilities in transit systems are today no longer considered optional or luxury features. Mass transit systems compete directly with other modes of transit (airlines, cars). With the growth in the Internet and supporting technologies, which deliver rapid real time information, consumers have come to expect a different level of service when they travel. The choices facing transit operators however are daunting, as issues such as cost, technology selection, deployment capability and obsolesce-mean that operators are confronted with important decisions to make. They cannot wait for technologies to fully mature before testing or implementing them in their transit system as they have in the past. Furthermore the financial models that support these systems are no longer solely dependent on government support; new economic models involving private / public cooperation are being considered to address some of these critical issues.

This paper illustrates how simulations can be used as powerful tools for planning and capacity management by detailing three different simulations that were created in order to solve complicated passenger flow and people mover problems. These simulations take into account the most noticeable effect of passenger increases that will be the delays caused by bottlenecks in pax flow sensitive areas throughout an airport and capacity demands on people mover systems.

In Alcatel's development of operational performance measurements for the Hong Kong West Rail project, which implements a SELTRAC automatic train control system, it was natural to anticipate some general increase in non-interference headway with the employment of long high-speed trains. Two general changes in our model of train operation were needed to support the headway requirement: incorporation of center of mass in safety distance calculations and the elimination of a reduced braking rate for non-scheduled stops. This paper will present further details of the problems encountered and the strategies developed to reconcile them. In particular, it will present the benefits of considering the train as a distributed mass about its center of mass. It will show that the center of mass can then be used to define the starting and stopping points for braking calculations within an energy conservation model. In addition, it will present the benefits and risks of increasing brake rate for non-scheduled stops.

The paper presents an example of ATS predictive control in the case of merging of short turnback trains in normal pinched loop operation. The merge optimization algorithm presented here is generally applicable, and does not require an Automatic Train Operation system to be implemented. It is also applicable for both types of Automatic Train Protection, based on fixed block and moving block signalling systems.

In a transport facility, such as a guideway, a higher service frequency of vehicles translates to a higher use efficiency and capacity of the transit. A guideway transit that has a structure and character similar to that of a highway, a frequent service is possible by non-stop running. The structure of the guideway for a frequent service in urban area needs a simple interchange structure with a large turning radius, and a terminal structure with a high handling capacity. A guideway transit with these structures in place can transport a large volume of passengers through frequent service. A guideway transit system of this type can convey 30,000–300,000 passengers per hour comfortably and swiftly, and facility can be selected by needed capacity.

It has been a well recognized fact that passenger rail systems lose money and freight railways make substantial profits. The same formula could easily be applied to People Movers except that there are no freight or "Cargo Movers" in operation. The idea of carrying light cargo on People Mover systems was born almost simultaneously with the inception of the Automated People Mover concept in the 1960s and 70s. However, it quickly disappeared when the bureaucratic champions took over activities from inventors and corporate developers. There are only two People Mover systems in medical center settings that have been used for years to move light cargo and accommodate utility lines. There are also a few conventional passenger transit systems that are utilized for light cargo movement. For example, the Bay Area Rapid Transit (BART) system in San Francisco, California is used for mail distribution. In order to move People Movers from the margin of the transit market's interest into the mainstream, they need to become more cost efficient to their buyers in comparison with other modes. Cargo (and utilities) can play an instrumental role in that necessary transition.

This paper describes the methodology used for the safety analysis of the second line extension. An important part of this analysis is the impact of new rolling stock equipment, vehicles used on line 2 are compatible with those used on line 1.This paper will also present the role and the operation of the safety group which, for twenty three years, has dealt with the safety of the automated transport system VAL in Lille and a few words about the impact of vandalism.

Fully automated transportation systems often show a good safety record, like the VAL transit system in Lille (France) after 17 years of operation without any accident due to the system or to the operators. As a consequence they are considered highly safe and reliable not only by the users and the inhabitants but also by the members of the operating staff. When faced with incidents that create delays and losses of transportation capacity, operators who have developed an excessive trust in the system may overlook the safety procedures to try to get a quicker return to full service of the system.

The Kobe New Transit Port-Island Line (Portliner), which connects Port-Island and downtown Kobe, was the first driverless APM system in the world. When the Portliner commenced revenue service in 1981, the system was superior to other train facilities with respect to capability and reliability. Recently, after 20 years of revenue service, however, man-machine interfaces have become old-fashioned, and it has been difficult for the system to maintain a spare parts inventory. Therefore, the Kobe New Transit Company, Ltd. planned and implemented updates of two essential systems of the Portliner, the Automatic Train Supervision (ATS) system and the Automatic Fare Collection (AFC) system.

This paper aims to present the results of a safety assessment of ERTMS (European Rail Traffic Management Systems) operating rules. This assessment was performed within the scope of the HEROE (Harmonisation of European Rail Rules for Operating ERTMS) project. The common assessment approach developed during the HEROE project is based on the qualitative and quantitative analyses of ERTMS operating rules by using a common operational diagram to represent each rule. The assessment of the rules and procedures takes into account normal operating conditions as well as degraded modes. Special attention was paid to the role of the human operator. The qualitative assessment checks that the rules will be adequately safe when applied. Then the assessment performs a quantitative analysis, evaluating the probability that the operators made errors in applying the rules.

Lean production theory provides a basis for understanding how Personal Rapid Transit (PRT) improves upon traditional mass transit. Lean production refers to manufacturing processes that improve upon mass production techniques to reduce cost, reduce time to produce, improve quality, and better respond to market demands. The benefits of lean production techniques have been documented in several studies, including an intensive worldwide study of the automotive industry. Those same benefits as applied to transit planning have important implications for the economic development of our communities.

This article will review system design constraints and address a sampling of projects where aluminum-stainless steel conductors have been incorporated in a vehicle system platform.

DaimlerChrysler Railsystems (Adtranz) is a worldwide manufacturer of transportation systems, including automated people movers. Adtranz has a requirement for a variety of maintenance vehicles at its many sites. The styles range from modified pickup trucks to flat cars. This paper discusses the past designs and future goals of the maintenance vehicles and focuses on the latest design. The requirements for these vehicles have increased over the years along with the demand. They vary from a simple vehicle for carrying maintenance equipment and personnel to a vehicle that can tow an entire disabled consist. Each design was modified to accommodate the new requirements and to improve upon the old. The evolution of the vehicles began with tractors and trucks. The latest design in maintenance vehicles has moved away from a road-based vehicle as the framework and now incorporates a purpose-built frame based on the chassis of the people movers purchased for the same system. Future plans are variations of this design, driven by power requirements. These and other changes have allowed the maintenance vehicle to become a more useful product, providing customers with a wider range of capabilities to meet their increasing needs and giving them a choice between service vehicles and recovery vehicles.

This paper describes the automated people mover standards, the process used to develop them, and the way they are being used today. It also describes activity presently under way by the committee to develop a fourth standard to cover all aspects of APM operations including not only operation and maintenance but also security, emergency preparedness, acceptance testing, oversight, and periodic inspection and testing.

Clark County, Nevada has the largest concentration (11) of privately operated transportation systems, more commonly known as peoplemovers and scenic trains, anywhere in the United States. All of the current peoplemover systems are regulated by Clark County Building Department rather than the typical transportation jurisdictions, such as the State of Nevada or the Regional Transportation Commission, because they operate primarily on private property. These systems are typically free of charge to passengers and move tourists from one resort property to another; the McCarran Airport systems are the exceptions. The Clark County Building Department has developed guidance standards for peoplemover systems based on input from manufacturers, users, governing entities and the public. The Clark County Ordinance 2145 for Amusement and Transportation Systems was established in 1992 to fulfill the need for commissioning and oversight testing. American Society of Civil Engineers (ASCE) Automated Peoplemover Standards Part 1 was adopted by Clark County's Amusement/Transportation Systems Code in 1997. This standard is applied in conjunction with American Society for Testing and Materials (ASTM), American National Standard Institute (ANSI), National Fire Protection Association (NFPA), and Uniform Building Code (UBC) requirements for construction and operation of all permanently installed amusement and transportation systems, as appropriate to each type of system.

Using practical examples, this paper describes the experience, both benefits and drawbacks, of the application of the CENELEC Railway Standards in different phases of the lifeeycie of APMs from the Safety Assessor's view. The examples are mainly derived from a big APM project where the CENELEC standards have been applied: the new Copenhagen Metro. This APM system crossing the city center of Copenhagen underground will start revenue service in the fall of 2002. Meanwhile test trains without passengers are already running on the aboveground track section south of the City of Copenhagen. This APM system, where the application of the CENELEC Railway Standards is contractually required for design, construction and operation, gives a wide range of experience with the application of these standards.

The Port Authority awarded a $1.16 billion Design, Build, Operate, and Maintain Contract (DBOM) to the Air Rail Transit Consortium in May of 1998. The consortium is composed of Slattery Skanska, Koch Skanska and Perini Corporation for the infrastructure portion of the project and Bombardier Transportation Systems of Canada for the systems elements (vehicles, train control, communications, power supply and distribution, fare collection) and operation and maintenance of the system. The broad scope of this project encompasses complex infrastructure design and construction issues, as well as complex systems design and systems integration issues. In this paper we will discuss some of the management issues and approaches associated with a DBOM contract of this size and complexity. The effect of coupling a large capital project with an extended Operations and Maintenance Contract will also be discussed.

The recent boom in the APM industry has not only increased the number of APM installations, but also stimulated the evolution of different procurement alternatives that owners have decided to use. There are definite advantages to all types over the extremes of the procurement strategy spectrum, from design-bid-build to the total turnkey. The choice owners make depends heavily on the particular goals and parameters of each APM project. This paper looks at several different recent APM installations, with a goal of identifying the advantages and disadvantages of the different procurement options.

As Automated People Mover (APM) systems age or there is a change in the configuration of the fixed facilities that they serve, the owners of such systems are faced with the decision to upgrade using the current APM supplier or to replace the existing system with another technology. Influencing the decision-making process is the fact that most contracting regulations dictate that "sole-source" awards of contracts to contractors or suppliers are prohibited unless the current supplier's technology overwhelmingly meets the owner's criteria for a system upgrade or replacement when compared to other alternative upgrades or replacements. Thus, owners who must make such decisions will have to employ a methodical approach to determine if the correct choice is the sole-source award of this work to the original supplier or to competitively procure the upgrade or replacement of the existing system. Such a methodical approach was developed and successfully implemented on a recent airport APM replacement project. This paper will discuss the approach used for that project and provide insight as to how other owners may employ similar techniques in their decision-making process if they are faced with the question to sole-source award or competitively procure an APM replacement.

The proposed Automated People Mover (APM) system at Charles de Gaulle Airport in Paris, France (CDG) is to be installed on a combination of existing and new guideway infrastructure. Initially, the combined length of the system will be 6,000 m (19,680 ft). The system will utilize 1,550 m (5,084 ft) of existing open-air guideway and 2,700 m (8856 ft) of tunnel. Due to the relatively small size of the previous system and many of the old design features, the existing guideway will not be easy to replace by other APM technologies. This paper will discuss the implications of planning and designing a system that will predominately use an existing guideway structure. It will weigh the advantages and disadvantages of using the existing guideway at CDG versus demolition and new construction. Particular emphasis will be given to cost, system quality, and impact to the surrounding infrastructure. The decision process used to choose the proposed alignment will also be discussed.

The Detroit Transportation Corporation (DTC), in preparation for the Hudson's demolition, created baseline data for the DPM Guideway in the vicinity of the Hudson's Building. Subsequent to the accident, after technical and engineering analysis of the damage was conducted, it was determined that a portion of the Guideway had to be replaced. The reconstruction began in May of 1999 beginning with the removal of the damaged guideway elements. Upon completion of the system testing and verification the system was opened on November 15, 1999. Schedule was of primary importance with regard to restoration of service. There were several lessons learned as part of the restoration process that helped accelerate the schedule, which are discussed in the paper.

This paper will describe the analysis KHA used to determine the suitability of this structural arrangement. KHA modeled the terminal structure and the characteristics of the moving APM trains. The interaction between the guideway and vehicle dynamics was essential to the assessment of whether or not the proposed configuration would be viable. The vibrations of the APM and its guideway could potentially influence adjacent platforms, premier lounges and even the gate level below. The comfort of APM travelers and gate-level observers as well as both the comfort and exposure of airport employees were considered of utmost importance. Field data collected at an existing, operating system was reviewed and compared to the model predictions. The predicted vibrations imposed on the guideway, and on the adjacent structures and on the gate level were all compared to ISO and ANSI standards to assess the influence that such vibrations would have on exposed people.

The paper presents several examples of demolition and construction of hi-rise buildings within several feet of the operating APM in downtown Miami, Florida. Details are discussed to demonstrate how the system operator was able to resolve this issue so that future building construction will be controlled with the least impact on the safe operation of the system. The approach is applicable to any APM planned for, or operating in a downtown city environment.