Automated People Movers 2005: Moving to Mainstream

This paper serves both as a point of continuity — looking at what has happened in the driverless transit industry since the last conference in Singapore in 2003 — and as a point of reference — looking forward at what is in the pipeline. Suffice it to say, our industry is healthy and robust, despite continuing challenges with the world economy, world peace, air carriers and their re-definition, terrorism concerns and the corresponding need for increased security, and the like. This paper specifically surveys and lists driverless transit systems in the airport and urban sectors that have been opened since 2003 and those that are currently under construction. There are many more that are in the planning or procurement phase, or are being refurbished, that are not addressed in detail in this paper.

For the past seventeen years POMA/OTIS has installed nineteen-roped Automatic People Mover (APM) systems worldwide and also assisted POMA with installation and service of three incline elevators. This presentation will concentrate on describing the three latest POMA/OTIS US APM systems, which are the Detroit Airport, Minneapolis Airport Concourse, and Huntsville Hospital.

DFW International Airport has a $2.7 Billion Capital Development Program underway that will literally transform one of the world's five busiest airports into an efficient, service oriented, transportation business while providing its travelers a world-class experience. This program has been implemented over a five-year period and includes an $847 million Automated People Mover (APM) system that went on-line in February 2005. The APM includes almost five miles of bi-directional track, carries over 5000 passengers an hour, per direction, and is built an average of fifty feet above the apron spanning over operating aircraft. The APM services all five of DFW's existing terminals and future sixth terminal in less than eight minutes and is the focal point in re-imaging and re-vitalizing the airport. There were great rewards on this fast track design and construction project that used a unique delivery process to bring owner, airlines, tenants, design consultant, construction contractor, and APM system supplier together as one team to meet the rigorous 23-month design and overlapping 38-month construction schedule. This paper addresses this unique project delivery method as well as the challenges in spanning over operating aircraft, while limiting interruptions to those operations, and the innovative guideway design that greatly reduced construction time on the airport's operating ramp. Included, are discussions of design and construction issues and constraints that lead to incorporating imaginative engineering processes that supported the contractor in meeting the schedule. Design techniques are illustrated that allowed around the clock progress while having severely limited access time to the ramp operations area for construction. In conclusion, this paper shows how a unique delivery process, coupled with innovative design techniques, has lead to the successful installation of DFW's Skylink Automated People Mover.

The San Francisco Bay Area Rapid Transit District (BART) is the lead agency for the development of a 3.2-mile long automated guideway transit (AGT) system that will link BART to Oakland International Airport called the Oakland Airport Connector (OAC). In March 2002, the BART Board of Directors chose an AGT system and preferred alignment that will operate as an extension of the BART line and provide a seamless transfer to the Oakland International Airport. Lea+Elliott, Inc. is the General Engineering Consultant (GEC) for BART on the OAC. Work to date has included planning, support of the Environmental Impact Report for the BART-Oakland International Airport Connector (EIR), system and facilities preliminary engineering and design, development of the draft procurement documents, release of a Request for Qualifications (RFQ), prequalification of six design/build/operate/maintain (DBOM) teams, and an industry and peer review of the draft procurement documents. This paper provides information about the status of the OAC; and discusses how BART, a mature transit agency experienced in operations and expansions, and Lea+Elliott, Inc. pushed the design-build envelope to refine procurement strategies that will reduce costs and increase competition.

Today's Airport Planners have to come up with tough solutions. In order to find room for new development and for rising passenger demand, distances from terminal to terminal and to the surrounding infrastructures like parking garages, hotels, business parks become to long to be handled by walking or even by moving walkways. And by dealing with existing infrastructures and land use limitations, airports must find ways to plan new terminals to reduce aircraft taxi time, reduce passenger handling times, heighten security and improve the flow of passengers, employees and visitors. And all of this for reasonable, justifiable initial investment costs and low, long term operation Dollars. But instead of finding cost efficient solutions, a large number of Airport People Movers get overdesigned and overspecified and thereby the pricetag is inflated unnecessary. Sometimes the costs are pushed up so high that the realisation of the transport system must be abanded. This paper addresses the topic of Airport Mobility by pointing out the problems different airports like Toronto's Pearson International, Canada, Birmingham International, England and Amsterdam's Schipol, Netherlands have and had, and how in particular low cost rope propelled people movers did or will solve their mobility needs. This paper will also explain, how for some of the Airport People Mover Projects, some simple changes in the specification of the transit system will allow for a more competitive tender and more important for a lower overall cost of the Airport Transportation System. DCC Doppelmayr Cable Car has not only installed such rope-pulled APM systems, but is also operating e.g. the Cable Liner Shuttle at Birmingham's International Airport since March 2003 under a 20 year O&M contract. At Toronto's Pearson International Airport, the testing and commissioning phase of the People Mover System will be well under way by the time of the 2005 APM conference.

Over the last decade, Los Angeles World Airports (LAWA) has undertaken an extended master planning process for the future of Los Angeles International Airport (LAX). The initial three detailed plans (Alternatives A, B, and C) focused on expansion to the west: adding a new landside terminal and concourses and including one or more must-ride automated people mover (APM) systems in a variety of configurations to connect them. There were also APMs to connect the new terminal and concourses with the existing central terminal area (CTA). A more recent version of the master plan, Alternative D, is focused on renovating and rebuilding the existing terminals and relocated and new landside facilities for increased security as well as to accommodate the new larger aircraft soon to be in use. This plan includes three must-ride APM routes. This paper will trace the evolution of the APM planning at LAX as part of this master plan effort, including the reasons for changes and the APM responses. The final APM plan and its implementation challenges will be given. This paper will include both the specifics of this large airport APM and use it as a case study in APM planning.

Despite the turbulence in the airport market in the last couple of years, airport People Movers have become an inherent part of airport expansion plans, worldwide. Over forty international airports are currently considering implementing an Automated People Mover (APM) system. The planning for these projects encompasses intermodal links, in addition to traditionally considered inter-terminal connectors. There is also a renewed interest in parking lot connectors, as buses are now subject to clean propulsion regulations and are becoming more complex to procure and operate. Airport planners no longer question the necessity and proven benefits of People Movers, but continue to struggle with their extremely poor affordability. The airport People Mover industry, despite over thirty years of successful installations, has not really matured, as the number of available technologies is limited and continuously fluctuates. Preserving a healthy and competitive People Mover industry is in the best interest of airports with current installations as well as those implementing or planning to implement a new installation. Broadening airport People Mover competitions for both suppliers and consultants is vital to achieving project affordability, technological benefits, and most importantly to sustaining a fragile industry. Cooperation between airports and non-airport People Mover industries might be beneficial to all. Airport People Movers are here to stay and airports directly or indirectly, should encourage the health of the industry and keep industry events alive. This paper takes a close look at how the airport People Mover projects are currently evolving, setting new trends in procurement and technologies.

This paper presents efforts by the Port of Oakland (Port) to integrate an Automated People Mover (APM) named the Oakland Airport Connector (OAC) into plans to expand the airport's terminal area facilities. The OAC would connect the Bay Area Rapid Transit (BART) Coliseum station with the passenger terminals at Oakland International Airport. As a result of the Port's refinement of its Terminal Expansion (TEx) program, which included relocation of the planned garage and revised passenger terminal concepts, the planned airport station for the OAC project was relocated to adequately serve projected passenger flows. The Port retained Jakes Associates, Inc. to assist with recommendations for rapid and affordable implementation on airport property which includes alignment development activities. In cooperation with the Port, Jakes Associates, Inc. developed several alternative alignments for consideration that are characterized by varying levels of service and guideway approaches towards the terminal. Several of these alignments have been presented to BART, which is the Port's partner for this project. As of the time of this paper, the final selection of the airport station alignment remains open. Full project funding is not in place yet, giving the Port an additional opportunity to revisit all terminal and garage implementation options.

This paper focuses on APM procurements in situations where there is an existing APM system that will influence the process and decisions made in contracting to either refurbish that system or build a new system in order to ensure that the owners' best interests are accommodated. Three recent projects are presented to illustrate the unique circumstances of each particular situation and the decision process used to determine the best approach to provide the owner with the best possible outcome.

The new generation of a cable propelled Automated People Mover System (APM) is currently under construction at Toronto Pearson International Airport, the biggest Airport in Canada. While access to the airport is already improved by converting the closest highway to a dedicated airport road, the new Toronto automated people mover system is designed to improve access and mobility within the airport itself. The 1.47 km (0.9 mile) long dual track shuttle system will connect the new main terminal T1, the existing Terminal 3, and a new area of airport development (Viscount Station). DCC's (Doppelmayr Cable Car's) CABLE Liner Shuttle system for the Toronto Pearson International Airport is ideal for Toronto's harsh winter climate. As the trains are propelled and stopped by the cable, they do not rely on friction between tires and guideway for traction and can operate continuously during snowfalls or freezing rain. No guideway heating is required. DCC's light trains have rubber tires and a very smooth metal running surface, resulting in an extremely low-noise system. This is of particular significance at Toronto Pearson, where part of the system's guideway has to pass very close to an existing hotel. The APM system will have the ability to carry as many as 2150 people each direction every hour. The APM system is scheduled for completion in December 2005.

No two airports are exactly alike. Similarly, the appropriate time or activity level to implement a specific transport technology varies by airport and can be influenced by a number of different factors. For Automated People Movers (APMs), which provide high level-of-service at a relatively high cost, there are certain thresholds that are typically exceeded before a system is implemented. This paper describes the different factors and thresholds typically considered with a landside APM implementation. In addition, the landside mobility analysis at Dublin International Airport will be presented. There are different factors that potentially lead an airport into implementing a landside APM. Each factor has a potential threshold that once "exceeded" would lead to implementation. The importance of any single factor varies by airport. The typical factors include: (1) Passenger/employee volumes and facility spacing, (2) terminal access spacing, (3) terminal roadway capacity, (4) regional rail station proximity, (5) indirect costs, (6) airport land use, (7) airport's desired transport level-of-service, (8) political considerations, and (9) competitive position to rival airport. Not all of these factors applied to the landside mobility analysis performed at Dublin International Airport in 2003. The Dublin specific factors will be highlighted against a range of landside technologies considered including APMs, buses and moving walks.

DFW International Airport has installed the World's largest Automated People Mover (APM) system operating in an airport environment. The Skylink APM system presents an excellent opportunity to test the simulation and modeling capabilities of Lea+Elliott's Train Performance Simulations (TPSim). This paper will discuss in detail the simulation and modeling phase and will compare the simulation and modeling results to the actual performance of the installed DFW International Airport Skylink APM System. The Power Distribution System (PDS) and System Performance of the DFW International Airport Skylink APM System will be the focus of this comparison for this paper. The information contained herein relating to the existing Skylink APM System is a result of real-time performance measurements of the installed PDS system and System Performance testing under normal system operation. The PDS measurements taken facilitate the comparison of power demand for APM systems. Information obtained from System Performance testing allows the comparison of APM trip times, system capacity and fleet requirements.

The proposed APM serving the Consolidated Rental Agency Complex (CONRAC) at Hartsfield-Jackson Atlanta International Airport may be an indicator of potential trends in the APM industry. This 1.4 mile (2.3 kilometer), three-station system links a planned remote rental car facility with the passenger terminal. The unique aspects of the project include: (1) Joint development among various public and private entities by having a mid-route station serving a convention center and hotels; (2) a full turnkey DBOM (except stations) procurement strategy (guideway, Maintenance and Storage Facility (M&SF), and operating system) that differs from most recent airport APM procurements; (3) a procurement method aimed at increasing competition among fixed facility contractors by restricting suppliers from exclusivity with civil/structural contractors; (4) an aggressive three-year construction schedule with some challenging right-of-way conditions that will likely require fast-track construction strategies; (5) an alignment that allows more than just "traditional" rubber-tire APM technologies to increase Operating System competition; and (6) provisions for baggage carts on the trains considered throughout design. The paper identifies which elements are potential trends for future projects in North America rather than just local preferences and assesses the outcome to date of each element. The paper concludes with a list of questions that owners should consider at the onset of planning, design, and procurement activities.

What are the correct size, configuration, and technology for airport APMs? How much competition is needed, and among what suppliers? In recent years there have been discussions about using smaller, cheaper APM and Personal Rapid Transit (PRT) systems at airports. This paper looks at a representative set of large, medium, and small airport APM projects and shows how the local requirements (set by airport configuration, ridership, and owners) affect the APM system configuration, technology, and competition. The bases of the process to define airport APMs are explored. Representative airport APM project will be briefly described, including the requirements, configuration, key determinants, suppliers/technologies included, and the resulting supplier and system. Large airport APMs include: Dallas/Ft. Worth, Dulles, JFK, Los Angeles, Phoenix, Singapore-Changi, and San Francisco. Medium sized systems include: Newark, Miami-North Terminal, Miami-Miamover, Atlanta — Consolidated Rental Car (CONRAC), Oakland Airport Connector (OAC), and Houston. Small system projects include Minneapolis-St. Paul Rental Car and Green Concourse, Amsterdam, Providence, Sacramento, Birmingham (UK), and the Houston-tunnel system. Summary information on these airport APMs is provided in the table at the end of this paper.

This paper presents the efforts of Miami International Airport (MIA) to actively move forward with the Miami Intermodal Center (MIC) Connector project known as MIA Mover. This elevated landside Automated People Mover (APM) system will provide an effective means of transporting passengers between MIA's three primary terminals and a remote ground transportation facility known as MIC. At the MIC, MIA air passengers may transfer to different ground transportation modes including regional transit, rental cars, rail, parking facilities, and courtesy buses. To maximize potential competition and further reduce capital outlays, MIA retained Jakes Associates, Inc. (under three separate contracts) to conduct an on-site assessment and review of the MIA Mover project and the Request for Proposals (RFP) documents. This work specifically focused upon evaluating project characteristics such as alignment, technology competitiveness, schedule, and other to make the planned system more effective while reducing anticipated costs. In particular, a close evaluation of bid documentation was conducted, ensuring that a maximum number of technologies from capable contractors are solicited and proposal evaluation procedures are reasonable and protect the MIA/County against potential protests. Several areas of system cost reduction and optimization were identified to generate the best possible price from potential bidders. Jakes Associates, Inc. recommended project modifications to reach the project cost reduction objective without any compromise on performance and with simultaneous boost of passenger service.

In the mid 1980s, the Port Authority of New York and New Jersey recognized that JFK International Airport was growing at a fast rate. Trends indicated that its capacity would be exceeded or its growth would be constrained in the foreseeable future if the Port Authority did not take actions to modernize the airport. Modernizing an airport means addressing the three basic characteristics of any airport. First, having airside capacity to accommodate the take-offs and landings of aircraft. Second, having terminal services to process the air passengers and to handle the larger aircraft, and third, having ground access so passengers can get to and from the airport and around the airport in a reasonable period of time. The Port Authority undertook a capital improvement program to expand airside capacity with the construction of new taxiways to allow for improved runway access, coupled with the combination of Special Project Bonds, which funded the redevelopment of Terminal One and Terminal Four at JFK, along with both American Airlines and British Airways redeveloping their respective terminals. This began the rebirth of JFK International Airport. Even with the airside and landside improvements, ground access needs on both the Van Wyck Expressway and on the Air Terminal frontages spawned the Airport Access Program, which ultimately led to the construction of AirTrain JFK.

The new Dallas/Forth Worth International Airport's Skylink Automated people mover functions under a unique arrangement in which the owner's personnel operate the system while the supplier's personnel maintain the system. Both parties share the facility. Design of the maintenance & storage facility (MSF) was accomplished as part of the overall APM program's fast-track approach involving Halff & Associates — the MSF designer, DFW Airport Board — the owner, Lea+Elliott — the owner's APM system consultant and Bombardier Total Transit Systems — the system supplier all collaborating on the design. In addition to a maintenance control center used to facilitate servicing of the entire APM vehicle fleet, the single-level MSF houses all command, control and communications functions needed to operate the new system. As such, the MSF serves as the nerve center for all start-up testing, commissioning, integration and system demonstration activities and houses system administrative offices for both the owner and supplier's teams. The facility footprint is 9,290 square meters (110,000 square feet). The adjacent storage is 4,645 square meters (50,000 square feet). The yard includes vehicle wash facilities. Moreover, the facility was designed to enable future expansion of additional vehicle service bays while remaining in full operation in public passenger service. Because the MSF is built in the central terminal area of the active airport, design of the MSF went well beyond traditional technical design criteria requirements to current and long-range airport operational considerations ranging from customer service to airport security. More than just a maintenance facility, the MSF has been a crucial element of the Skylink APM program from system design and construction to testing & commissioning to multi-party operation. This paper discusses design, construction and use of the DFW maintenance & storage facility. The key to the success of the MSF has been the cooperation of a cohesive, talented team committed to meeting the airport's current operations needs while moving DFW International Airport into the 21^st Century.

Broward County, in its 2020 Vision Plan, outlined a framework for future development at Fort Lauderdale-Hollywood International Airport, Port Everglades and elements that would promote regional transportation/transit improvements. The key elements of the 2020 Vision Plan are the Automated People Mover (APM) and an Intermodal Center (IMC). The APM is planned to transport passengers within and between the Fort Lauderdale-Hollywood International Airport and Port Everglades, with connections to regional transportation modes at the IMC. The APM would improve the level of service to passengers and relieve traffic congestion on the airport and seaport roadways and at terminal curbs. System length is approximately 5 miles (dual lane) of mainline guideway and between 8 to 10 passenger stations and project capital cost is approximately $1.3 billion. This paper addresses the feasibility approach applied to the technical and financial aspects of the project for consideration by Broward County in making appropriate policy decisions related to further advancement of the project. The feasibility study included concept level technical evaluation of alternatives to identify any "fatal flaws" that may prevent that alternative from moving forward for further evaluation in the Project Development & Environmental (PD&E) Phase of the project and a financial feasibility analysis of the viable alternatives, including identification of revenue streams, potential needs based phasing of the project and avenues for reducing the project's reliance on internal revenue streams by obtaining external funding. Coordination with regional transportation partners was crucial on regional transportation and intermodal aspects of the project.

The MIA Mover (previously known as the MIC/MIA Connector) is an elevated Landside Automated People Mover (APM) system that is being implemented at Miami International Airport (MIA) by the Miami-Dade Aviation Department (MDAD). The MIA Mover will provide a convenient and reliable means for transporting passengers between a centrally located MIA station and the Miami Intermodal Center (MIC). The MIC includes the Consolidated Rental Car Facility (CRCF), which will be one of the first elements of the MIC to become operational. After 9/11, with the impacts on the Aviation Industry and MIA in particular, efforts were undertaken to re-evaluate the overall MIA Capital Improvements Program in conjunction with the uncertainty presented by business and economic conditions. As part of this evaluation, the MIA Mover was modified to operate in a "straight configuration," with approximately 1.25 miles of dual lane guideway, a single MIA Station and the MIC Station (compared to approximately 1.75 miles of dual lane guideway and 3 MIA stations) to support ridership commensurate with 39 million annual passengers in the 2015 time frame (compared to 48/55 MAP previously) and approximately 48 million annual passengers in the 2033 time frame. These modifications resulted in a reduced project budget of $254 million (compared to $400 million previously). Commitments for the operational readiness date for the MIA Mover, necessitated that the entire project (infrastructure and operating system) be procured under a single Design-Build-Operate-Maintain contract (inclusive of infrastructure and operating system). Draft documents were issued for an Industry Review in the second quarter of 2004 to solicit industry input. This paper examines the process wherein various project parameters such as ridership, alignment, need for compatibility with future airport needs and other operational considerations were considered in support of the appropriate policy decisions by MDAD that resulted in the re-configured MIA Mover and its contract requirements.

This paper will discuss in detail how the new Skylink Automated People Mover (APM) System at Dallas/Fort Worth International Airport (DFW) was designed constructed and implemented over a five-year period. This new $846 million system is part of the $2.7 billion Capital Development Program (CDP) taking place at DFW. This paper will include a brief overview of the CDP as well as a description of the new system and some of the characteristics that make this APM unique to an airport environment. The fast-track/design-build process used on Skylink was key to the program's success and will be discussed in detail. The complexities of designing and constructing this complex system at one of the busiest airports in the world were faced on this program throughout the five-year schedule. Some of these challenges included installing a transit system in an area that was originally designed for aircraft operations, building the majority of the program between the hours of 11:00 p.m. and 5:00 a.m. so as to not disrupt airline operations and developing a schedule that would provide the facilities contractor ample time to construct the facilities while still allowing the System supplier enough time to install, test and implement the System elements. This paper will also discuss how the program changed as a result of 9/11 and how the management team, in concert with all affected stakeholders, addressed issues to ensure overall program success.

The Bombardier* Innovia* automated people mover (APM) is Bombardier's latest generation of APM technology. Designed and manufactured at Bombardier's facilities in Pittsburgh, Pennsylvania, the Innovia System is making its debut at Dallas/Fort Worth International Airport. The new System, named SkyLink, features eleven miles of guideway with 64, two-car married trains.

The name Personal Rapid Transit (PRT) indicates that passengers are served on an individual basis. It is an important quality of PRT that passengers do not have to wait for vehicles to be filled up. They travel alone or in company of their own choice. PRT vehicles like taxis are designed for small parties, typically for 3–5 passengers. In this paper we will discuss pros and cons with non-puristic PRT where some passengers are matched to share the same vehicle. Simulation results are given for a proposed PRT network for Fornebu Oslo.

American cities rarely consider the implementation of Automated Guideway Transit (AGT) systems to serve the transportation needs of their major corridors. However, an interest in major corridor AGT systems has recently been generated by the success of the Clarian Health Automated People Mover conceived and managed by Jakes Associates, Inc. As a result, AGT system solutions have received increased consideration, as demonstrated by the three recent examples presented in this paper: an automated urban monorail for Pinellas County, Florida, a high performance Automated Guideway Transit system for Indianapolis, Indiana, and a Personal Rapid Transit system for Toledo, Ohio.

Majority of the APMs are functioning as shuttle systems in airports and other major activity centers. Although the APMs are believed to be low capacity mass transit systems, which are applicable to low passenger volume corridors, the innovations in APMs are making them suitable to medium passenger volume corridors. Many developing nations have several old cities with narrow and heavily traveled streets full of various modes making them already congested. Introducing fixed guideway mass transit systems such as LRT operating on the streets is not possible due to lack of space. Constructing underground systems is cost prohibitive. Moreover, construction through several years on these streets disturbs the businesses on the street. Elevated mass transit systems with simple stations at intersections and only pier footings in the streets appear to be suitable to the medium cities in the developing nations. When compared to other elevated mass transit systems, elevated APMs offer simple and cost efficient mass transit systems. Some of the developing nations are in a position of developing some innovative APMs with a mix of existing APM technology and indigenous equipment and construction techniques so that the APMs are more suitable to the nations' conditions and within reasonable cost instead of importing the systems from developing nations at high cost. This paper discusses the potential of APMs as line haul systems in developing nations. The paper will also evaluate the Sky Bus Metro Technology, which is being developed in India by the Konkan Railway Corporation of the Indian Railways, as a line haul APM system.

The Bellagio-Monte Carlo People Mover in Las Vegas, Nevada has performed extremely well for the last six years in spite of the supplier's departure from the marketplace. Jakes Associates, Inc. took over all related issues and continued its solid support to our client who once more has come to us with a major and complex undertaking: oversight management of the relocation of the Bellagio station to the new Bellagio Spa Tower currently under design and construction. A 32-story, 947 guest room tower located west of the existing Bellagio garage will further enhance the extraordinary Bellagio experience, particularly with the addition and remodeling of the Spa facilities encompassing 41,000 sf and the addition of 170,000 sf of new Convention and Meeting Space. The People Mover system modification is a complex task as it involves a new station and maintenance facility design and construction requiring new guideway section fabrication, major reconfiguration of the belt and pinched drive system, and train control and software changes. Complexity is further increased by the prototypical nature of the system installation and because no similar technology expertise exists elsewhere. No company has utilized belt propulsion technology for the propulsion of Automated People Movers since 1962, when an installation at the Paris Expo was dismantled.

The Detroit Downtown People Mover (DPM) in the city of Detroit, Michigan was opened to public in July 1987. The DPM, which is one of the most technologically advanced transportation systems in the world, has 13 stations on a 2.9-mile route. The vehicles on the elevated single track loop system run in one direction (counter clockwise) with a total round trip time of approximately 14 minutes and 2–3 minute headways. The DPM operates seven days a week and each car accommodates 34 passengers seated and 66 standing. Daily DPM ridership was at its peak in August 1987, when an average of 14,000 patrons used DPM on a daily basis. Since then the ridership has declined to current daily patrons of around 6,000. Initial estimate of ridership was around 20,000 per day. A number of external factors have contributed the declined ridership of DPM. Some of them are absence of feeder service, mechanical problems, destruction of pathway during the demolition of Old Hudson building and closing of stations due to GM headquarter expansion. In this paper various incidents that impacted the DPM operation since 1998 will be presented and discussed. The DPM system is more than 17 years old and in need of major overhaul. This may cost as high as 20 million dollars. On one end, the future of DPM appears to be very uncertain/bleak due to funding problems, lack of vision and limited operation due to a number of downtown construction projects. On the other hand, due to change in Detroit downtown landscape, there is possibility of increased demand of DPM service. As a part of this paper, authors will present a number of means to improve future DPM operation, maintenance and ridership.

The first Automated People Mover (APM) Systems were pioneered and placed into passenger service in the early 70s. Since the 70s, numerous systems have since been constructed all over the world from simple shuttles to complex pinched loop systems with automated coupling. Some of these early systems have recently been upgraded or replaced. However, the majority of APM systems share the common issue that they are aging and are approaching the end of their initial design life. As the APM systems get older it is important for owners to anticipate the near and long term challenges that will likely be faced. These challenges may be in the form of mechanical systems reaching the end of their useful life, degradation in reliability with the accompanying increase in maintenance costs, or increasing or changing passenger service demands. The decisions on the scope of an aging system upgrade may range from replacement of selected system components to complete vehicle refurbishment or entire wayside system replacement. This paper explores the challenges of maintaining these aging systems and explores the upgrade or replacement decision process and alternatives. Case studies will be explored for APM System refurbishment or replacements as part of the following projects to illustrate how other owners have undertaken the challenge of upgrading or replacing their aging systems.

NTA-Metropolitan Mass Transit System Ltd. has been working on the development of a Rapid Transit Network for Tel Aviv for the past several years. Two Initial Operating Systems (IOS) have been selected, including Line 1 (Red Line) and Line 2 (Green Line). NTA is considering using an Automated Guideway Transit technology for future lines that would connect with the IOS system. Jakes Associates, Inc. was retained to perform the "Study For Elevated Transit Technology In Tel Aviv-Israel". The study was structured in two stages as follows: (1) Survey of Existing Elevated Transit Technology Systems, and (2) evaluation of Potential Routes for Use of Automated Guideway Transit (AGT) Technology in Tel Aviv Area.

When a municipality plans for a new Medium-Capacity Guideway Transit (MCGT) system, there is no clear process of choosing which system is the best for the given situation. Because of this, the MCGT Planning Guide was developed to analyze and compare the Light Rail Transit (LRT) and the Automated People Mover (APM) systems. This Guide analyzes the basic characteristics of MCGT systems including capacity, headway, average speed, safety, and capital costs. It also develops an MCGT planning process and establishes a range of cost-performance criteria. Furthermore, this planning guide offers guidance to engineers, planners, and decision-makers in the initial identification of appropriate design concepts.

Much has been done recently to distance motor vehicles from special sites for security purposes. Parking is no longer allowed near Federal buildings; rapidly placed K-rails surrounding important sites are being replaced by permanent architectural elements; and in cases such as the White House, Capitol and Pentagon, nearby roads are being closed, moved or lowered. For all, the goal is the same — keep an explosive-laden vehicle away from its target. Application of this security measure at airports has already resulted in removal of close-in parking and Los Angeles International Airport (LAX) is considering shifting almost all vehicles, whether parked or moving, away from the terminals. A vehicle-free zone around terminals is a fundamental change in airport design and would require new ways to move people and their luggage to and from the terminal on the landside. For LAX, the proposed solution is a new APM. While APMs are already used in secure situations on airports (i.e. "sterile" APMs programmed to keep customs-bound travelers separate from the general airport population), this approach to airport security creates new challenges for the design of the APM. This paper will describe these challenges and explore potential solutions.

The application of demand-responsive supervisory control systems is entering a new phase with the next generation of personal rapid transit and automated bus rapid transit systems expected to enter passenger service before too many more years. The off-line stations and the ability to operate vehicles that can travel directly from origin to destination stations introduce opportunities for operational strategies that involve completely new concepts for fleet operations on the supervisory control level. The new complexity required and the new flexibility offered by such control systems is addressed in this paper. The key measures of effectiveness commonly evaluated, those of passenger service level, capital cost, and O&M cost, are discussed in terms of optimized passenger wait time, fleet size and station size, and vehicle miles traveled. Finally, the potential benefits of applying demand-responsive supervisory control features to conventional automated guideway transit (AGT) systems is discussed and conclusions are drawn about the ultimate impact on the automated guideway transit industry.

Significant aspects and dynamics of the Operation & Maintenance Management after more than two years of revenue service of the Copenhagen Metro — Ansaldo driverless System Product. The contact principles and the requirements for the Operation and Maintenance of the Copenhagen Driverless Metro are explained along with the project phases (Mobilisation, Trial Run and Revenue Service).

The developed system involves: selection of optimal hubs and delineation of their influence areas; estimation of demand; and generation of optimal paths and service frequencies. Fuzzy clustering and Self-organizing-map methods aggregate the stops into a number of clusters. A hub is located with the objective to minimize the `Total Travel Distance' within a cluster. Optimal set of clusters is one that provides the minimum `Total Passenger Time' for the network. Routing model generates reasonably direct routes with high frequency. Optimal path is selected on the basis of maximum `Desire passenger-km per km'. Number of trips to be operated for a route depends upon the demand served along the route and the passenger flow on various links of the route. To estimate the optimal trips for a route, an iterative heuristic algorithm is adopted in the scheduling model. The devised methodology is successfully implemented for New Delhi, the capital city of India. The total daily transit demand generated at 1542 stops is 7.67 million passengers. A set of fifty optimal hubs is identified and 181 inter hub routes are generated. Eighty-eight of these inter-hub routes, which have very high demand, need to be operated with automated transit vehicles (APM). A total of 305 secondary routes (intra-hub) are also generated. Optimal scheduling is done for all the 486 transit routes. For peak period, a total fleet of 11497 standard size buses is required at the desired level of service.

A Stated-Preference study has been conducted after the potentials of a Personal Rapid Transit system in the city of Almelo. This innovative transportation system should connect the railway station, centre and hospital using separate infrastructure, and improve the use and quality of public transport in the city. The stated-preference questionnaire was returned by over 300 respondents and made is possible to estimate the coefficients for a logit model focusing on travellers' mode choice. The estimated model for the model shift is applied in a traffic demand analysis in order to generate the future origin-destination matrix. A simulation model is applied to investigate the needed number of vehicles in the PRT network for a desired quality level of the system.

In the 1980's the U.S. Federal Transit Administration (FTA) (then known as the Urban Mass Transit Administration, UMTA) initiated a program to demonstrate the ability of automated guideway transit (AGT) systems to serve as downtown circulators. Three cities were chosen for demonstration grants to build these "Downtown People Movers." Only two of the systems were eventually built. They are both still operating in Detroit, Michigan and Miami, Florida. The Detroit People Mover (DPM) was built as a 2.9 mile (4.7 km) single-track loop connecting thirteen stations in the downtown core of Detroit. A fleet of twelve cars, which usually run in pairs to improve dependability, went into service in July 1987. The system was designed and built by the Urban Transportation Development Corporation (UTDC) using an integrated AGT system technology that the UTDC called automated light rapid transit (ALRT). Similar systems using the ALRT technology were also installed about the same time in Toronto (Scarborough) and Vancouver. All of these systems used the original 41-foot (12.5-meter) long vehicles, known as Mark I cars. The ALRT technology has since been transferred to Bombardier which now markets a longer Mark II vehicle, replacing the Mark I. Vancouver expanded its fleet with Mark IIs and now runs a mix of 2-car Mark II trains with 4-car Mark I trains and most recently a system with Mark II vehicles has gone into operation at Kennedy Airport in New York City, NY, USA.

Light rail systems are typically built to cover transportation in the heart of big cities, with the intent of reducing traffic congestion in downtown and adjoining areas. While there is clear evidence that light rail systems can reduce traffic congestions of large cities to a significant extent, the reinforcement of existing and emerging downtown features to restore economic development has remained, at best, unclear for many cities with light rail systems. In January 2004, Houston, one of the fastest growing cities in the US, has implemented the light rail system to serve the downtown, medical center, University of Houston, Astrodome, and Rice University areas. Although an ongoing study is somewhat successful in being able to quantify congestion reduction in the downtown Houston area, no study so far has attempted to evaluate the impacts of light rail on megacenter growth in downtown Houston. This evaluation is the focus of this paper. To this end, several surveys were conducted, and the data collected from the surveys analyzed. Results show that the potential for megacenter growth is high, while that for small businesses is low after the implementation of the light rail system in downtown Houston. Based on the survey data, an evaluation was also conducted to see whether the light rail system best fits the needs of the commuters of Houston, as an alternative to transportation systems such as the Metro bus and High Occupancy Vehicle (HOV) lane systems.

In many urban environments, the use of private automobile has led to severe problems with respect to congestion, energy (dependency on oil resources), pollution, noise, safety and general degradation of the quality of life. Therefore, city centres are facing severe problems, traditional commerce in them declines, moving to the periphery, and they become less attractive to visitors and businesses. Although public transport systems have seen many recent improvements (mostly due to information technologies), in many cases the private car still offers a much better service at the individual level. This leads to a constant increase in its use, hence to non-sustainable development of urban transport. An innovative approach for mobility, emerging now as an alternative generic solution to the private passenger car, offers the same flexibility and much less nuisances: small automated vehicles that form part of the public transport system and complement mass transit and non-motorized transport, providing passenger service for any location at any time. These vehicles were developed during the 1990's are now called cybercars and, under the control of a management centre, they form a transportation system called Cybernetic Transport System or CTS. The first CTS was put in operation at Schiphol airport (Amsterdam) in December 1997. In 2001, the European Commission funded two projects. One, called CyberCar, was aimed at the improvement of the technology necessary to implement and run such a CTS and was funded under the transport and tourism key action of DG INFSO research programme. The second, CyberMove, was aimed to demonstrate the feasibility of CTS in present urban environments and was funded under the City of Tomorrow key action of DG TREN research programme. Both programmes ended in 2004.

The design of Personal Rapid Transit (PRT), has been driven by the need to find a way to relieve urban congestion while reducing or eliminating the need for transit subsidies, reducing air pollution, and minimizing dependence on oil. To find such a solution it has been necessary to set aside characteristics of conventional transit and without prejudice seek to discover transit system characteristics that will fulfill the desired needs. The new system must be designed to minimize its costs while maximizing its ridership and meeting required levels of capacity, safety, reliability, security, and comfort with minimum energy use, minimum pollution, minimum land use, minimum material use, and minimum disruption during installation. It must be able to work with conventional transit systems and make them more effective. The aim of this paper is to show how the objectives of an optimized PRT design effort have been realized.

The principles of public transport are the same today as in the stagecoach era. Vehicles operate according to a published schedule, passengers go to a designated stop and wait for the vehicle to arrive. Their journey is interrupted by periodic stops as the vehicle picks up or drops off passengers. If the passenger is lucky the service will have a stop near the desired destination. If not, it will be necessary to transfer to another service or services. The waiting and interchange components of the journey are generally regarded as inconvenient (and, in generalised cost terms, costly). A Personal Rapid Transit (PRT) system uses automatically-driven small vehicles to carry individuals or small groups non-stop from the origin station to the destination station, wherever the stations lie on the network of guideways. Because vehicles can be parked off-line at stations to be immediately available when passengers arrive, or if no vehicle is at the station one can be called up automatically from nearby, waiting times are very short or zero, and since all stations are off-line there are no intermediate stops. Several such systems reached advanced stages of design and development in the UK, Europe and the USA in the early 1970s, but none were put into public operation, though a larger vehicle derivative still operates as a small automated tram to serve a university campus in Morgantown, Virginia, USA. The 1970s proposals were too advanced for the available technology. Such systems could have been made operable, but they were too complex and expensive, and the guideway and infrastructure tended to be large and too visually intrusive to be aesthetically acceptable. Thirty years later, technology has moved on. Control systems which required a room of mainframe computer then can now be run from a laptop. Proposals for PRT are back. The particular system described here has been developed by Advanced Transport Systems Ltd of Bristol. Development of the prototype test track and vehicles was funded in part by the Department for Transport, and the assessments of the PRT system described here were made for DfT and for the European Commission as part of the EDICT project.

About 200 personal rapid transit (PRT) writings have been published since 1964, excluding studies and reports that were not widely disseminated. The busiest period of PRT research and publication occurred between 1971 and 1975, when the U.S. government was actively involved. Government support faded by the end of 1974, but a resurgence in research and development occurred during the 1990s, probably as a result of activity in Chicago, Sweden, and Wales. Despite the continued interest in PRT, and a large number of published studies, a number of issues remain unresolved. These include the lack of government funding (in the U.S.) in PRT research and development, only a minimal amount of study on PRT integration into urban design, the risks associated with PRT investment, bad publicity, some technical problems, and competing interests from well-established transport modes. These problems, while not unsolvable, are formidable. Several researchers have offered suggestions that might lead to scaled-down, passenger-friendly PRT systems in favorable environments. To confirm the potential of these suggestions, research is needed in onboard passenger amenities, reliability- and dependability-enhancing technologies, PRT systems theory, freight transport, network size and density analysis, airport applications, and small system development. The PRT literature, typically favorable toward the concept, might be improved by greater introspection and criticism.

Airports appear to be ideal candidates for personal rapid transit (PRT) implementation. Questions relating to PRT's cost and capacity are addressed by comparing PRT to traditional systems such as automated people movers (APM), moving sidewalks and electric carts. In most cases (all when the cost of time is included) PRT handles the required capacity at less cost. It also offers numerous other benefits that might make it the system of choice even with higher costs. PRT may allow airports to completely reinvent themselves. In addition to improving security, this could potentially allow in-transit airline transactions and change the focus of airport terminals from ticketing and check-in to waiting and concessions. If extended to connect the airport to downtown, PRT could also potentially improve the transit service in the neighborhoods it passes through.

The European Commission has launched a research project called EDICT-European Demonstration of Innovative City Transport within the "Cities of Tomorrow" programme. A test of a PRT system has been carried out in Cardiff, Wales. Three other cities have participated: Eindhoven and later on Almelo in the Netherlands, Ciampinio in Italy and Huddinge in Sweden. In the test site at Huddinge a PRT network was evaluated at Kungens Kurva Shopping Area southwest of Stockholm. The research programme had a time frame from January 2002 to November 2004. In the test site at Huddinge the following research programme was outlined: (1) A performance comparison between 4 PRT systems: Taxi 2000, ULTra, Austrans and FlyBy, (2) a local Travel Survey about Travel Pattern and Behaviour, (3) the Design of a PRT network, (4) a Travel Demand Analysis with regional forecasts and local PRT simulations, (5) development of enhanced Control Strategies, (6) an Assessment Framework with a Cost-Benefit Analysis Evaluation, and (7) user Attitudes and Acceptability studies. This paper describes these topics of the research project. The Kungens Kurva area has some 42,000 visitors per day, of which 95 % arrive by private cars and 5 % by bus. The world's first—and largest—IKEA furniture store is located here. The Kungens Kurva Area is today congested in peak periods and a substantial part of the shopping mall area is covered by surface parking lots. The area is forecasted to increase its land use and activities as one of the foremost external shopping malls in the Stockholm region. Up to 2011 it is foreseen a doubled level of shopping activities, with much more car traffic as a result. The City of Huddinge has ambitions to preserve its community as a sustainable society. Therefore there will be a need for an innovative city transport system to serve these new mobility needs. This paper summarizes the results from the Swedish test-site: "Kungens Kurva", SW of Stockholm, Sweden. This research project was co-funded by the European Commission (50 %) and the Swedish VINNOVA Research Fund (50 %). Swedish partners were: Transek Consultants, LogistikCentrum and Municipality of Huddinge.

This paper presents modifications to the existing Morgantown, West Virginia, Personal Rapid Transit (PRT) system architecture that will further modularize the design and allow for more cost efficient construction and operation. The major cost of any elevated transit system is the guideway and station infrastructure. The Morgantown PRT, built in the 1970s, required custom designed guideways and stations to allow for inductive loop communications, presence sensing, power distribution, and switching. The design architecture presented herein alters the vehicle control, allowing for additional onboard computing, sensing and communication. The communication and sensing subsystems rely on wireless and non-contact technologies. Such modifications to the vehicles have a two-fold effect. Switching to non-contact sensing and wireless technologies decouples the design of the guideway from command and control system allowing for the economy of standard bridge components. Secondly, more intelligent vehicles with some autonomous navigation capabilities could enable vehicles to perform relatively complex turn movements within stations. This would allow all berths within a station to service any directional demand. Changes in the distribution of trip demand would no longer impact station layout. More robust turning capability could also reduce the station size — thus conserving on real estate and cost. This paper identifies and discusses proposed modifications to the vehicle control system and their impact on the performance and operations of the Morgantown PRT system.

An APM system, like many every day products, has software programs that enable it to function safely, efficiently, and consistently. These software programs require configuration control processes. Software configuration control processes are essential for an APM, as numerous software programs must be logged, version tracked, and tested for safety and correct operation. Software can be controlled on several operational levels: Source Code, final installable executables, full or partial system backups, proprietary development packages, and/or programmed hardware ready for installation. The actual requirement will depend on many factors. This paper will explore the software control methods of version tracking, escrow accounts, and archiving for the implementation and operational phases of a system (software development will not be discussed in detail). The implications of each aspect of the software control process will be related to what system components benefit the most from their application. Selected industry standards for the software in APM systems and the software development industry in general are listed at the end of this paper.

While the spread of automobiles in the 20th century has brought fullness and comfort to the lives of people, it has also given rise to serious social problems such as traffic accidents, congestion, environmental destruction, and energy consumption. ITS (Intelligent Transport Systems) technology, which has become a focus of attention as a means of alleviating these traffic problems, is gradually becoming more widespread and established. ITS aims to increase safety and comfort, and facilitate the smooth flow of vehicle traffic, carrying out vehicle control and vehicle traffic management impossible with a single vehicle, by linking vehicles with other vehicles and with infrastructure through communication and allowing them to share information relating to vehicles, the surrounding environment and so forth. Familiar examples are ETC (Electronic Toll Collection) and VICS (Vehicle Information and Communication System). Here at Toyota Motor Corporation too, we have become engaged in developing ITS technology, however without limiting the application to a vehicle traffic framework, the technology is also being applied to the field of public transport, with particular progress in the development of next generation public transport. This is known as IMTS, which we will introduce here.

A new modality for automatic people moving is introduced, the Aeromobile air cushion vehicle (ACV) in elevated Aeroducts. Air cushion support of vehicles offers the benefits of Maglev without the severe limitations of a precision magnetic gap, weather sensitivity, high cost of vehicle and ROW, permanent and superconducting magnets, liquid helium, etc. Air is everywhere and can levitate vehicles frictionlessly, economically, and amphibiously, for all weather, in all climates, in all seasons, with perfect guidance. AAAPM offers high-speed personal travel totally automated, eliminating all parking, all parking lots, and gridlock. Automated Aeromobile travel can eliminate highway deaths, injuries, and billions of annual hours lost in gridlock. In the AAAPM, Aeromobiles in Aeroducts can economically do what Maglev cannot, inexpensively come from one's home to take people to work, school, shopping and return. Even the venerable but deadly family automobile cannot offer the features of AAAPM, and may finally be superseded by Aeromobiles. Air cushion vehicles, ACV's, are simple, both the vehicle and their rights-of-ways are very inexpensive, both are mass producible and the system can be economically elevated, with zero pollution of the air and ground.

Advances in free-propagation radio technology provide the opportunity for significant advances in control system for APMs. For mass transit authorities, using free-propagation radio for track-to-train data transmission provides a number of benefits. The free-propagation radio communication system engineered by Siemens is the outcome of more than thirteen years of development and field experience in radio propagation in the harsh underground metro environment. It has been designed to support both attended and driverless train operations. It is now fully installed on the Canarsie Line of New York City Transit. It will equip the five lines of the OURAGAN resignalling program undertaken by RATP (Paris), Line 9 in Barcelona (Spain) and Line 2 in Budapest (Hungary). The paper describes the recent advances in the field of wireless communication with an emphasis on their application to APMs.

The U.S. DOT Federal Transit Administration (FTA) launched an Urban Maglev initiative in 1999 in order to create designs suitable for urban transit. MagneMotion, EarthTech, TPI Composites and others formed a team and, with cost sharing support from FTA, have developed an urban maglev system called M3 that is suitable for a Maglev People Mover (MPM). The M3 Maglev People Mover was designed with a system approach focused on providing cost effective, fast, safe and environmentally friendly travel in an urban environment. Features of M3 are: (1) Small, lightweight vehicles operate at speeds up to 60 m/s (134 mph) with accelerations up to 0.2 g, (2) a guideway-based control system with Linear Synchronous Motor (LSM) propulsion allows short headway for capacities to 12000 pphpd, (3) ElectroMagnetic Suspension (EMS) provides lift at zero speed eliminating the need for wheels, (4) permanent magnets provide key magnetic forces with high efficiency and a magnetic gap of 20 mm, and (5) lightweight guideways provide excellent ride quality at minimum cost. This paper discusses the M3 suspension, propulsion and guideway designs and is a companion to another paper which discusses vehicle design and system control.

This paper presents alternative design approaches and challenges related to methods for the conservation of electrical energy for Transportation Systems. The propulsion designs of traditional transportation systems did not originally include energy conservation as part of their basic design philosophy. These propulsion systems were not designed to conserve electrical power consumption by recapturing the energy stored in the train's moving mass. Therefore the energy consumed from the electric utility during accelerations and stored in the moving mass of the trains in the form of kinetic energy was simply dissipated as heat by either friction or electrical resistance braking during decelerations. The current generation of propulsion systems are being designed with the capability to re-capture the train's kinetic energy and convert it back into electrical energy. This recovered electrical energy can then be made available for use by the train's auxiliary electrical systems, other trains, stored for later reuse, or transferred back into the electric utility power feeds. The end result of this reuse of energy is reduced electric utility costs, and reduced brake system maintenance costs as well.as a decrease in the amount of harmful chemicals released into the environment in the form of brake dust.

With the opening of the Las Vegas Monorail, the first installation of an open standards based radio train control system is in operation. The architecture of the Las Vegas Monorail train control system will be presented, and the numerous benefits of this type of system as compared to conventional track circuit or inductive loop based control systems will be examined with an emphasis on flexibility, and cost reduction. Using the IEEE 802.3 open standard for LAN based communication, and the IEEE 802.11 standard for the wayside to carborne link, the installation in Las Vegas has proven the viability and benefits of basing a train control system on open standards. An analysis of the success of the first six months of operation will be presented. By specifying an IEEE 802.3 standard interface between the train control subsystems and the communication system and using the Internet Protocol as the basis for all messaging, the layered architecture of the train control system eliminates its dependence upon a specific radio technology. The benefits of this concept will be examined. The IEEE 802.11 radios in use today provide a significantly expanded communication bandwidth, as compared to previous generation APM control systems. The benefits this added bandwidth brings to train control applications will be examined. In addition, an analysis will be made of the available unused bandwidth in the train control network for other applications such as carborne and remote wayside CCTV, enhanced diagnostics, and passenger announcement applications. Additional APM projects under development, which are using this technology will be discussed, with an analysis of their differences from the Las Vegas monorail.

Automated People Mover System with guide wheels and links to steer tires has been used in airport passenger transportation systems. New steering system has no contact with guide tracks. The vehicle using the new steering system can steer tires by itself. It is possible to improve ride quality and reduce weight of steering devices by using new steering system. Also, the track structure is able to make simply. This paper shows the concepts of the new steering system for Automated People Mover System.

Radio is the new communication technology that can appropriately service the APM market. Radio is wireless which means it's inconspicuous and unobtrusive, yet ever-present and accessible. It is also a proven and secure communication medium. How is radio utilized in a train control system? Radio is used to transmit data between the wayside applications controlling the trains and the trains themselves. This data exchange must be persistent in order to ensure smooth and regulated train operation. There is one problem though — several radios are required to provide signal coverage over the entire guideway. How is persistent data communication achieved? As a train moves through the system, handovers must occur between the onboard radio and those deployed adjacent to the track. This is accomplished through proper radio spacing and careful adjustment of the roaming and joining threshold parameters of the onboard radio. Seamless handovers, without data loss, has been proven at speeds of up to 130km/h. The Alcatel SelTrac train control system, as deployed on the Las Vegas Monorail system, makes use of open standard frequency hopping radios in the unlicensed 2.4GHz band. Las Vegas is an RF rich environment with a lot of interference in this public band. Dealing with this interference has been a challenge but convincingly overcome. Several techniques were applied including disregarding, avoiding, and contending with interference. Alcatel's arsenal to mitigate against interference includes, optimization of radio settings to disregard certain interference, correct antenna selection and positioning to avoid interference, and use of radios with frequency hopping and collision avoidance mechanisms to contend with interference. These techniques will be elaborated upon in the final paper. The combination of high speed trains, high speed radio handovers and high levels of interference has nevertheless resulted in insignificant latencies and has had an inconsiderable effect on data throughput. This has only been possible through the correct selection of equipment and a well architected system design. A radio environment opens the door to the breaching of security through intrusion and emulation. Security violations are subverted through the use of open standard authentication techniques involving dynamic key management. These techniques will be explained in the final paper. The skepticism over the use of radio for APM CBTC is no longer legitimate as evidence of it's viability becomes apparent. It is proven and secure.

Otis Elevator Company created and developed a prototype for an elevator that can move passengers in the same cab both horizontally and vertically as well as inside and outside. This dimensional concept was envisioned in order to allow the sky-scraper such as the Mile High City designed by Frank Lloyd Wright, originally limited by vertical movement, to become a reality. Now that a prototype exists and the technology has been tested by the Disney Corporation for their Tower of Terror, the physical possibility for this technology transfer to the "real world" is quite real. New transportation stations, downtowns, and mega-centers can be dramatically impacted by this new technology taking us into the 21^st century and beyond. Multiple vertical levels and often long horizontal walking distances and connections to other building typologies such as parking, further extend travel distances requiring different types of connection systems. This three-dimensional elevator technology can provide a complete system of movement allowing seamless spatial connections making transportation's architectural linkages more accessible for all. The architecture of the city and its movement can now merge into one as envisioned by Eugene Henard in 1910, Street of the Future, as automobiles entered the home connecting with transit and the architecture of the city. We need to begin to realize some of these visions in our future planning and architecture and incorporate modern technological breakthroughs. The Future Transit Way by the Westinghouse Electric Corporation, 1970, was a direct linkage into a user's destination with a high-speed electric rail movement system, and it is interesting to note that a discussion of linear sprawl was occurring then. So, in order to prepare for the densities of the future we must begin to embrace the current technologies that can take us into this new future. The elevator system called Odyssey is programmed with fuzzy logic and different configurations are possible allowing the elevator cab to "learn" the movement and flow of users to direct several cabs at one time in the appropriate direction. The challenge would be in integrating this new technology into current built environments, but new visions and experiments are possible on the large-scale tracts of land currently being developed.

After the initial fulfillment of conveying passengers, the Transport industry is generally referred to as aiming at 3 main goals: (1) Improving passenger comfort; (2) increasing passenger safety and security; (3) enhancing its own operational efficiency. We will discuss below how security can be improved and particularly in moving vehicles.

Automobiles-road systems are the only form of personal transportation that provide door to door transportation and they travel on a giant network. Considering the steady advance of high speed data communication technologies, robotics, and maglev, etc, future APM systems will be able to not only serve a market consisting of a limited number of lines; by placing greater emphasis on mutual links with road transportation, they will be able to serve a network of new huge markets on a so-called nationwide scale or a worldwide scale that will include giant networks as large as the interstate highways. Insufficient study has been carried out to answer two questions. What are the barriers to the development of this vast potential market? And what is the best direction to go to create a scenario for the development of such a giant market. This report describes research conducted to identify the above barriers and study policies for overcoming them and to study new directions of the development scenario for the so-called Mega-APM system that will permit access to a giant market in the 21^st century by examining and comparing basic functions and basic sub-systems of various kinds of transportation.

There are several trends driving the transportation market toward automation. Security, energy efficiency, ecology, cost, and time savings are the main elements of these trends. The present APM focus is on speeds less than 60mph, and distance of less than 20 miles; this range is naturally expanding upwards. Existing APMs are capturing limited pedestrian, bicycle, and automobile travel niches; there is potentially a much bigger mass market. This market can be opened quickly at low cost using an approach similar to the collaboration in the electronics industry that made DVDs possible. A proven collaborative market approach is being implemented to accelerate transportation automation. This paper outlines the creation of a new "opposite end" (high-speed / long haul) market of automated people and cargo movers. The creation of this new market (High speed APMs competing directly with aircraft, and HSR) will increase demand for present APMs including but not limited to: moving walkways, escalators, elevators, tramways, and GRT / PRT. This new market will rely on new technology using proven principals like ETT (Evacuated Tube Transport), advanced materials, automated production, and maglev; it will also rely on support from those who possess key elements of: technology, production assets, and related components.

The U.S. DOT Federal Transit Administration (FTA) launched an Urban Maglev initiative in 1999 in order to create designs suitable for urban transit. MagneMotion, EarthTech, TPI Composites and others formed a team and, with cost sharing support from FTA, have developed an urban maglev system called M3 that is suitable for a Maglev People Mover (MPM). This paper discusses vehicle design and system control and is a companion to another paper which discusses suspension, propulsion and guideways. This paper discusses the use of a lightweight composite vehicle and a control system developed to achieve system design goals for a Maglev People Mover (MPM) system called M3. The M3 system design is based on achieving high throughput with many small lightweight vehicles. If the vehicles that the guideway supports can be made lighter, the guideway and propulsion system cost is reduced. The benefits of low vehicle weight are achievable without the throughput limitation one might expect from the use of smaller vehicles. By clustering a number of vehicles together at times of peak demand, the system can achieve throughput associated with larger vehicles or trains. Rider satisfaction is also improved by shortening waiting times, as compared with larger vehicles. Accurate inductive position-sensing and Linear Synchronous Motor (LSM) propulsion technologies allow wayside communication and control that remove the technical and safety hurdles often associated with operating at short headways. This paper will also present strategies which may be used to approach the line capacity of safe-follower headways while maintaining brick-wall headways as required by the ASCE APM Standards.

In order to offer a more attractive rail transit system to passengers and to enhance the economic efficiency of the operator demand-driven train operation is suggested. A spatial and temporal adaptation of capacity to demand is required because passenger demand fluctuates during the day and along the transit line. In this respect, automated transit systems are known to be able to operate according to demand. In this paper a comparison of traditionally operated urban transit systems and more flexible and demand-driven line haul APM systems is presented. The influence of the vehicle size is examined with respect to demand-driven controllability of supply, traction energy consumption, fleet size and overall fleet capacity. An estimation of the potential reduction of traction energy and fleet capacity is described. In order to estimate the interaction between demand and supply an aggregated transport demand model is used. With the help of this model an optimal demand-dependent control strategy for the train headway can be derived explicitly taking into consideration the spatiotemporal distribution of demand. This strategy considers the vehicle capacity, the minimum and maximum admissible train headway and the change in demand to a change in supply simultaneously. In spite of an increased number of trains per day (shorter train headways), the overall traction energy consumption can be decreased by about 20 % with a demand-driven AGT operation compared to a fixed interval timetable.

The Automated People Mover (APM) system has been developed in 1970s and it has been commercialized, adding to the many new transport systems now in operation domestically to meet the increasing demand for intermediate capacity transport between mass-transit railways and small-capacity transport buses. One of the most far-reaching and disturbing aspects of the earthquake was the severe and extensive damage to the transportation system. In the earthquake in Kobe, Japan in 1995, elevated railroad structures and a large number of cars and were damaged. Several studies on the structures and railway vehicle are carried out after the earthquake. However, the studies on Automated People Mover system in the earthquake was not discussed enough. This paper describes the dynamics of APM vehicle in large earthquakes on elevated guideways. A multibody model of an APM system vehicles with a single-axle bogie system and a steering system are developed by using multibody dynamics code, DADS. By using multibody dynamics models, a computer simulation in the case of an earthquake is carried out. The results showing the difference between single-axle bogie system and a steering system become clear. And stability limit of roll over for sinusoidal input is shown for two types of mechanical guidance systems.

Conventional Automated People Mover (APM) vehicles which run with the rubber tires have mechanical guidance systems, which directly sense the lateral position respect to an exclusive guideway. The mechanical guidance system requires guide rails on exclusive guideways and guide wheels on vehicles to control the moving direction of the vehicle. We have discussed the dynamics of APM vehicle and proposed ride quality improvement by using active secondary suspension. However, the drawback of the system is energy consumption. It is more feasible to control running tires than secondary suspension. This paper describes the design of active steering systems for APM vehicles without contacting the guide rail. The steering controller is divided into two parts. One is the feedforward controller, which is determined by guideway configuration, and feedback controller. LQR (Linear Quadratic Regulator) theory is used to design the optimal feedback controller. Performance of the actively steered APM is shown by simulation and field test.

The athletes of the XXth Olympic Winter Games 2006 will certainly borrow the VAL of Torino. The inauguration of this new system of Italian transport will take place before the opening of the Olympic Winter Games 2006. The first 8,3 km section will be exploited with a new type of vehicle, the new VAL208; these trainsets are made up of four carriages with a total length of 52m, an innovation compared to the other VAL systems operated in France. Torino's first underground metro line is based on the VAL (automated light vehicle) system adopted in Lille, Toulouse and Rennes. It starts in the centre of Torino at the current main railway station Porta Nuova, crossing the city centre via Porta Susa railway station and then travelling west to Collegno along Corso Francia. The new vehicle VAL208, produced in the manufacturing unit STS (Siemens System Transportation) in Prague will be of a new design and will benefit of the French experience feedback to be improved. This is the Italian ministry which will authorize the putting into service, for that it asked, via the ministry of French Transport, the intervention of INRETS (National Institute of Research on Transport and their Safety) which followed the system VAL of Lille and its evolutions to Toulouse and Rennes, since the beginning of the 1980s. This article, after a short description of the new line and its specificities, will be focused on the contents of the Safety Case, produced for the opening of the line. The method employed, in order to guarantee already a level of safety equivalent to the other VAL lines in operating, will be developed and commented on. A more precise point will be carried out on the procedures of operating and maintenance specific to the operating with 52 meters vehicles. The conclusion of this article could be a starting point in order to show that the "of mutual acceptance" term also called "cross acceptance" is not an illusion.

This paper introduces the Neihu rapid transit system, which was contracted to Bombardier in June 2003. The Neihu Line, in the City of Taipei, Taiwan, is an extension of the existing Muzha Line. The Neihu line rapid transit system includes the following system-wide elements: (1) 202 new rubber-tired vehicles, to be configured in married pairs and operated as 4-vehicle trainsets; (2) for both the Neihu and Muzha lines—a communications-based automatic train control (ATC) system, the Bombardier* CITYFLO* 650 ATC technology (formerly known as Flexiblok* ATC); (3) power supply and distribution system; (4) platform screen doors; (5) communication system; (6) Neihu depot workshop equipment; (7) a new main control center at the Neihu depot and a new redundant control center at the Muzha depot; and (8) the retrofit of the existing 102 Muzha line vehicles. A key feature of the seamless integration with the existing Muzha line will be the deployment of the CITYFLO ATC technology. Proven in other urban and airport applications, the CITYFLO ATC will be overlaid onto the existing system with minimal service disruption. Upon completion of Phase 2, both the existing Muzha lineand new Neihu line will be integrated and will operate as one continuous line with the same automatic train control system. The new Neihu line will incorporate 12 stations along 14.8 kilometers of mostly elevated dual-lane guideway and is designed for a peak capacity of 28,400 passengers per hour per direction.

Brescia Metrobus, a new system replica of the proven "ANSALDO driverless system product" already in service in Copenhagen, is now in the construction phase; developments and improvements of alignment and station architecture.

The official ceremony to inaugurate the operation of the 1.5-mile Clarian Health People Mover system in downtown Indianapolis took place on June 26, 2003. Since that time, the project has already garnered several awards, including international "2004 Project of the Year", "2004 Concrete in Transit", the prestigious State of Indiana Governor's Award, several Annual Keep Indianapolis Beautiful awards, the Marion County Monumental Award, and has been nominated for other awards yet to be announced. The Indianapolis Metropolitan Planning Organization is considering expansion of the People Mover system or construction of a similar Automated Guideway Transit system for a large downtown circulator. Media have been commending system developer (SDI) and Jakes Associates, Inc. for the well-managed, fast tracked project. With total support from the Mayor's office, the City of Indianapolis, the State of Indiana, and all related agencies, communities, and private sectors, the project has become an unparalleled success story. Based on a franchise agreement with the City of Indianapolis, Indiana, Jakes Associates, Inc. conceived and managed the implementation of an urban private transit system on a public right-of way, at no cost to taxpayers. The Health Care Transportation Franchise Agreement between the Consolidated City of Indianapolis, Marion County, Indiana and Clarian Health Partners, Inc. is the first ever adopted. The complete project budget is $42 million, a fraction of the cost of other projects implemented nationwide, which has led to a better return-on-investment ratio and a superior overall project image. The paper presents the project experience after two years of operation.

In Japan, the first urban straddle type monorail system, Tokyo Monorail, was put into operation in 1964. Since then, four more monorail systems have been constructed with the active participation of Hitachi in Kitakyushu, Osaka, Tama, and Okinawa. The straddle type monorail can be constructed using the space above public roads without disturbing everyday traffic. Monorail trains with rubber tires are environmentally friendly and produce little noise and vibration. The straddle type monorail has become an important part of the urban public transportation system, chiefly because of its many advantages over other transportation means including the subway. These advantages include (1) improved environment, (2) a shorter construction period, and (3) lower costs. Thus, the monorail system in Japan is an effective solution to environmental problems and traffic congestion in urban cities, which also stimulates local economy. The demand for urban monorail systems has recently begun to come from smaller local cities where the daily ridership is much lower than that in Tokyo, Osaka, Kitakyushu, and other major cities in Japan. To enhance the financial viability of monorail construction in smaller cities and to construct smaller monorails, the Japan Monorail Association (JMA) set up a research committee to investigate the development of a small monorail. This committee, mainly headed by Hitachi, carried out comprehensive research of the market demand for monorail systems and initiated the development of a compact monorail. Hitachi developed a number of new design elements including an articulated bogie to enable trains to negotiate sharp curves. We also worked to design a compact and light monorail that makes use of next-generation signal systems. These basic elements can also be used for other people-mover systems in amusement parks, airports, and business complexes.

ANSALDO driverless system product, fully certified to CENELEC standards, is a driverless metro that, following the experience of the Copenhagen and Brescia contracts, is suitable for solving the urban and suburban transportation needs of the years two thousand, with extremely low integration impacts minimising land take, infra-structure and O & M costs. In the following the proposals for new lines in Milan and other cities are depicted.

To address increasing traffic congestion in Torino, Italy, and maintain the attractiveness of the city, the authorities of the capital of the Piedmont region worked out a significant development plan for the whole public transportation network. A key element of this plan was the decision in July 2000 to implement a fully automated metro system and the selection of the Siemens VAL technology. This first driverless metro line will complement the existing transportation network (100 bus lines and 8 tramway lines), provide very high service and operational quality and the VAL line will be smoothly integrated in the dense and historical Torino. The new VAL line will cover 9 km underground with 15 stations, and has a depot and maintenance facility designed and sized for the ultimate line configuration (approximately 25 km and 33 stations). The first section of the Metro line is scheduled to be in revenue service for the 2006 Winter Olympic Games, with the entire line being completed by the beginning of 2007. This paper gives an overall description of the Torino metro system, of the specifics of transportation regulations in Italy and focuses on the experience of working closely with the Transportation Authorities to certify the VAL system, the first driverless metro in Italy.

The new Monorail system in Las Vegas includes the application of a number of technical innovations. The foremost among them is the implementation of communication based train control. Fully composite car body construction, hydraulic vehicle suspension, automated fare collection, are also some of the additional innovative system elements constructed as part of this Design Build Operate Maintain (DBOM) project.

In August 2003, rail transportation returned to Okinawa, a southern resort island of Japan, after an interval of 60 years. During a period of about 27 years after the Pacific War, the towns in Okinawa were ruled under occupation by United States, roads grew and propagated almost spontaneously and car transportation was prioritized. Particularly in Naha, the capital city of Okinawa, chronic traffic congestion occurs due to concentrated population and industry. Under these conditions, initial work began in 1981 on a project to develop a monorail, but it took more time than expected to obtain the consent of bus operators, assure profitability and find solutions to various other issues. Despite the delay, development of urban facilities and town areas to be served by the monorail proceeded under the assumption that it would be built. As a result, the utilization of the monorail has been, for the most part, good, and the system is expected to be an arterial axis of new public transportation in the urban area in and around Naha. This paper describes the features of Okinawa Urban Monorail, how it has been used since it opened, and will discuss future developments.

The Government of the Hong Kong Special Administrative Region (HKSAR) has planned the West Kowloon Cultural District (WKCD) on reclaimed land in West Kowloon. The HKSAR Master Plan included an internal (to the WKCD) Automated People Mover (APM) and an extension into Kowloon Park that is relatively small in size and capacity and appears to be primarily a ride attraction. The Henderson Land Development (HLD) Company, Ltd. submitted a detailed proposal for the WKCD in June 2004 and is now one of three finalists vying to be selected by the Government to develop this land. Lea+Elliott, working with HLD, analyzed the requirements for the APM and developed a plan that uses the APM as a significant transit system. It will provide service within the development and to two nearby rail transit stations. This paper describes the system and the iterative process used to plan it in conjunction with the planning of the overall development.

First driverless line in Spain, the new metro line 9 under construction will soon become the backbone of the Barcelona's public transport system. Early March 2003, GISA — Generalidat de Catalunya — awarded Siemens Transportation Systems and its consortium the contract for equipping the line 9 with CBTC for driverless train operation. The CBTC system will equip 50 steel-wheeled trains running on 42 km of line. The paper provides an overview of the driverless signalling project.