Automated People Movers 2009: Connecting People, Connecting Places, Connecting Modes

Increasingly, large-hub airports in the United States (U.S.) are developing rental car facilities remote from their terminals in a facility that consolidates the operation of all rental car companies. In many U.S. large-hub airports, the percentage of passengers using rental cars is a significant percentage of overall traffic. At Seattle-Tacoma International Airport (SEA), almost 20% of all passengers use rental cars, creating a need for a transportation system that can move large volumes of people and baggage in peak periods with reliable frequencies and both reliable and minimal transit times. This paper is a case study for a landside automated people-mover (APM) system at SEA. It explores issues related to the feasibility of installing an APM system at SEA between the main terminal and a future consolidated rental car facility remote from the terminal. It analyzes the trade-offs between busing and different APM systems.

The New Doha International Airport (NDIA) APM system will have two parallel single-lane shuttles operating on the second floor within the "Y" shaped Concourses C, D, and E of the new terminal building. Due to the terminal facilities design and construction schedules, the APM infrastructure was designed for a generic technology that could include self-propelled rubber tire, low-speed maglev, and cable-propelled rubber-tire and air-levitated systems. The stations were located, and the trains designed, to serve both secure and non-secure passengers with different passenger peaking characteristics and times. The maintenance facilities were designed to fit inside the building on the same level as the system, yet not constrain the passenger flows in or around the gate areas. Providing access for inserting vehicles into the system, initially and in the future for replacement, was particularly problematic. This paper describes the system, discusses challenges and solutions for the APM design due to its interior location, provides information on the procurement process and results, and summarizes issues that have arisen since the start of the implementation period.

In anticipation of long-haul flights in 2014, Dallas Love Field is underway with a modernization program to maximize the efficiency of the airport operation. The program consists of the design and construction of a new terminal building consisting of twenty (20) gates in a dual loaded pier configuration and other terminal improvements such as baggage, security and check-in facilities. Dallas Area Rapid Transit (DART) is currently underway with the expansion of the light rail transit (LRT) system to the northwest including a station adjacent to Love Field less than one mile away. One option considered in the DART environmental impact statement was to route the LRT alignment through the airport in a tunnel however it was determined that this did not meet the cost-effectiveness guidelines of the Federal Transit Administration and was not further pursued. In the interest of regional mobility, the City of Dallas has determined that a direct connection via an Automated People Mover (APM) to the LRT is desired. This report discusses the steps that have been taken to date to determine the feasibility of providing an APM link between the LRT system and the new terminal facility. This paper will discuss tunneling and construction methods, system performance requirements, system alternatives, the recommended alternative, facilities considerations, technology assessment and program schedule. Illustrations of the proposed passenger stations, the new terminal complex and the proposed alignment will be included as well.

The Sacramento International Airport (SMF) APM is a dual lane shuttle that will connect the new landside Central Terminal B and airside Concourse buildings. Planning started in August 2003 and preliminary design of the system and the buildings in October 2006. The procurement process started with an RFI (interest and information). An RFQ sent to six potential suppliers resulted in a short list of four firms and technologies. The APM contractor was selected in June 2008. The terminal and APM are scheduled to open in early 2012. This paper describes the system and discusses why an APM was essential to the terminal concept and construction process. It also provides insight into the procurement process and results, including the effect of local requirements for terms and conditions and typical construction processes. It looks at the implications of a very constrained project site and the resulting challenging system configuration. It discusses system expansion, both for the capacity of the initial dual lane shuttle and the possible addition of two similar systems in the future. Finally, it uses this project to discuss some of the challenges foreign companies have in competing in the US APM market and providing innovative APM technologies.

The Dallas/Fort Worth International Airport (DFW a.k.a. the owner) Skylink Automated People Mover, (APM), launched passenger service on May 21, 2005, replacing Airtrans, the LTV Aerospace Corporation APM system in service since 1973. Skylink transports secure-side passengers to any of five separate airline terminal facilities. As the system develops, valuable experience is being gained that has led to enhanced passenger service, improved operational efficiency, and preferred maintenance business practices in various ways. After the design, construction, testing and commissioning phases reached completion, the continual operation and maintenance phase vigorously began. The lessons gleaned from the areas of quantifiable passenger ridership, passenger wayfinding, training of operations staff, operating procedures, implementation of the maintenance plans, data collection, contract oversight and administration have paved the way with new opportunities to gain valuable insights for projects yet to come. The Skylink team gained experience and was presented with opportunities to assess data to best adapt to the realities of specific application of knowledge in dynamic and flexible ways in order to garner the most advantageous impact for passengers and all stakeholders. Challenges, success, and the lessons derived from them provide the pathway for greater achievement short-term and on future projects.

The Bombardier-supplied Automated People Mover (APM) at Hartsfield-Jackson Atlanta International Airport is one of the busiest and most complex systems of its kind in the world. Bombardier Transportation is operating and maintaining the system that operates underground with 20 hours of pinched loop service daily over 4.4 miles with an additional 30-minute 2-train shuttle at the end of normal loop service nightly. This paper provides details of how the Atlanta APM system is operated and maintained and how it has grown over the past 28 years to provide an essential transportation service around one of the world's busiest airports.

In the fifteen years since it opened, the O'Hare Airport Transit System (ATS) has performed well, and is generally ready to grow with the airport. A number of ATS challenges have arisen or have become evident over the years. The range of these issues include system capacity, a need for improved de-icing facilities, inefficient access to the maintenance bays, and the distances between the ATS, the Chicago "L" and Metra's commuter rail stations. This paper describes some of the larger current issues facing the ATS in terms of both its internal operations and its interaction with the airport environment that it serves. The extent to which these issues will be addressed is currently under discussion as the city plans for a $16 B expansion of the airport and potentially for the 2016 Olympics, should Chicago be selected in October 2009.

The Hartsfield-Jackson International Airport has always been at the forefront of Automated People Mover innovation and implementation from its opening day in 1980 to continuing plans for current and future expansion. The Atlanta Airport continues to expand to accommodate passenger growth from about 40 million in 1980 to over 90 million in 2008 and a projected 110 million in 2020. This paper examines the APM's role in the Atlanta Airport continuing growth and expansion through past, present, and future projects.

Successful implementation of APM expansion requires a comprehensive understanding of the existing design features and a real-time evaluation of facility interfaces. The design process of Atlanta Airport's new East Terminal, officially named the Maynard Holbrook-Jackson Jr. International Terminal (MHJIT), occurred concurrently with the finalization of the APM Supplier Contract for Bombardier. The paper examines the development and integration of APM aspects in the MHJIT facility planning ahead of the APM operating system contract award. This includes the project's APM alignment, station location and facility interfaces that require balancing of a complicated set of existing parameters (tunnel under existing terminal, tie-in to an existing system guideway located immediately adjacent to arguably the busiest APM maintenance facility. The Project team has committed to maintain the operation and maximize the available capacity of most heavily traveled Airport APM. In addition, the City has fast-tracked the terminal space planning to support an accelerated construction schedule.

The Automated People Mover (APM) system at Hartsfield-Jackson Atlanta International Airport is currently being extended to the new Maynard H. Jackson International Terminal (MHJIT). The MHJIT expansion project expands the current APM system east of Terminal E approximately 2400 feet to connect the new international terminal with the existing APM system. Bombardier's scope of supply includes ten (10) BOMBARDIER*CX-100* vehicles and the system equipment necessary to extend the main line and the test track, the addition of five (5) new storage tracks, and a new light maintenance facility. Bombardier will upgrade the Automated Train Control (ATC) system for Concourse E with its BOMBARDIER*CITYFLO* 550 driverless technology, a service-proven driverless, train-operating system.

Landside airport APMs that go "off" airport property typically require multiple landowners and government agencies to agree on a multitude of elements—no easy feat. One of the most important of these elements is project finance and one of the most important components of project finance is the real estate value enhancement that a landside APM provides. The positive impact of transit on property values has been well documented over the last four decades. A strong correlation between property value and proximity to fixed guideway transit (rail or APM) has been found for properties that are within walking distance of a transit station. That enhanced value of transit access is due to a number of factors, two of which are the relative cost and convenience of the private-auto transport option. Thus, increases in gasoline prices and in roadway congestion help to increase the value of transit access. This paper helps define and quantify the positive impact that landside airport APMs can have on real estate property value and how that value enhancement can be "captured", to help improve a project's financial picture.

Demand for air travel in the southeast of the United Kingdom is expected to double in the next 20 years. London Heathrow Airport, one of the world's leading international destinations is at the center of a network of London-based airports. Heathrow previously consisted of four terminals. A fifth terminal, known as "T5" was developed and constructed by BAA (formerly the British Airport Authority). To execute the T5 project, BAA selected an innovative approach by implementing a true partnering philosophy. Design firms and major system suppliers were pre-selected based on qualification submittals. The true uniqueness of the T5 project was in not utilizing a typical and traditional contract as would normally be used in the construction industry. It was a very different arrangement for all parties. This paper elaborates on the details of this unique project approach: a success story that uses an unconventional partnering agreement and a design philosophy that is unprecedented in the industry, especially when considering a project of this complexity, under considerable constraints, and of such magnitude and duration.

As part of the Miami Intermodal Center (MIC) development program, the MIA Mover Automated People Mover (APM) System is Miami-Dade County's contribution to the MIC Program. The MIA Mover is under development by the Miami-Dade Aviation Department (MDAD). MDAD is currently implementing the MIA Mover development under a DBOM (design-build-operate-maintain) delivery method, with the Phase I design-build components scheduled for completion in September 2011. The MIA Mover will operate on a 1.27-mile elevated guideway between the airport terminal (MIA Station) and the intermodal center (MIC Station). Under design-build delivery, fixed facility design and construction activities are interconnected. This presents unique challenges for the fixed facility design-build contractor and the owner. A relatively new procurement technique for APM systems in the United States, the design work is phased so construction work can be initiated prior to completion of the design; a foundation to roof/super-structure (bottoms-up) approach is deployed to accelerate the work. Engineers and contractors coordinate closely to address potential field conditions during the early design development. The design-build contractor and the owner meet frequently to address opportunities and constraints to expedite reviews and approvals. As with every transportation project, cost is a dominant factor. With a budget fixed in 1996, the design-build contractor developed and negotiated multiple technical and administrative alternatives to design and construct the 2008-2011 MIA Mover APM System within the owner's budget constraints.

The MIA Mover 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). One of the first elements of the MIC currently being constructed under the supervision of the Florida Department of Transportation is a Consolidated Rental Car Facility which is scheduled for completion in mid-2010. Other elements of the MIC programmed to come on line in the near future include links to the regional transit and commuter rail systems. MDAD 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, and the Request for Proposals was advertised in December 2004. The DBOM Contractor has been selected and the Contract was awarded in July 2008. This paper examines the various factors that resulted in the extended procurement duration including the competitive environment that resulted proposals for different classes of technologies, the effects on the construction market in the post-Katrina and the overall global demand that resulted in hyper-inflationary pressures, the economic reality of budgets and related policy implications.

In 2013 the new Vienna Main Railway Station will be constructed on the location of the old Vienna Southern and Eastern Railway Stations which will be demolished. A large section of the area of the old stations, north of the new Railway Station, will be available for development (500,000 square-meter / 5.4 mill. square feet of gross floor area). This paper focuses on the feasibility of different public transport systems (PT systems) as supplementary systems to the existing and already planned PT systems (tram, bus and S-Bahn) for this area. The main target was a better connection between the development area, the new Main Railway Station and the Underground Station of Line U1 (Südtirolerplatz). Four different PT systems (conveyor belt / moving walkway, APM, tram bus) were compared and finally the cable driven pinched-loop system (multiple vehicles with a short headway and a detachable grip system) was chosen as the preferred alternative. In a second stage this system was further investigated and additional routes worked out. Currently the stakeholders (City of Vienna, Austrian Railway Company ÖBB and the developers) negotiate the financing of the project.

As of 2008, the city of Las Vegas, Nevada featured five operating or under-renovation automated people movers (APMs), excluding those serving McCarran International Airport and the Primm resorts located some 40 miles south of Las Vegas. This paper investigates the feasibility of linking four of the five APMs into an integrated, seamless system. The vision would be of an interconnected, driverless transit loop that would supplement traditional ground transportation modes (private auto, taxi, shuttle bus, walking). One challenge is the varying technologies of the APMs: three are cable-propelled, while one, the Las Vegas Monorail, runs on electricity. Also, none of the track infrastructures are similar, making it infeasible to simply connect them. Differing lengths, speeds, acceleration rates, train sizes, and other aspects are also barriers to integration. Further, with the exception of the monorail, all of the APMs were funded by Las Vegas resort owners for the purpose of serving travel within their properties. The benefits and additional costs of a public, fully-connected system would need to be rectified with the owners. Three integration alternatives are proposed: extending the monorail to form a continuous loop, linking the APMs and the monorail, and connecting the APMs with moving walkways. The latter alternative is the most infeasible, and potentially the least attractive. The former alternative has been discussed as part of the monorail's Phase 3 plans, although the author estimates a $1 billion price tag. Coordination of trains under the second alternative is theoretically feasible, with a 40-min round trip and sustained, 10-min headways. The challenges of full connection are not insurmountable, but would require extensive technological modifications, alterations, and reconstruction. Compromises would need to be reached among the owners regarding the technology and operations adjustments. Another challenge would be identifying sites for and funding four new stations, at which passengers would be able to make cross-platform transfers.

Qatar is a country that occupies about 11,500 square kilometers on a peninsula that extends north into the Persian or Arabian Gulf from the Arabian Peninsula. Doha is the capital of the country and a major administrative, commercial, financial, and population center. The West Bay area of Doha is experiencing phenomenal growth, spurred by a governmental mandate to transform it into an international business magnet and the principal commercial and financial center of Doha. The area currently includes a vibrant commercial center including hotels, office buildings, residential towers, and government offices. Future development plans include a convention center, a high rise tower (over 100 stories tall), multiple new mid-rise and high-rise towers, as well as a 2,500-space underground parking facility. The Lea+Elliott team is performing preliminary engineering and preparing tender documents for the Doha West Bay Automated People Mover (APM) system. This includes design of the APM operating system and establishing the infrastructure interfaces and requirements. The first phase of the APM will include a five-kilometer dual-track underground tunnel, 10 stations and a fleet of approximately 42 cars, configured into two and three-car consists. The first car in each consist will be reserved for VIPs and their families. This paper provides an overview of the APM system and discusses its key planning, design and procurement elements.

In June of 2008 a Personal Rapid Transit (PRT) application study commenced at a popular development on the western edge of the Kansas City metropolitan area. The purpose of the project is to investigate the potential of PRT to solve transportation and mobility issues in a popular commercial development that encompasses retail and entertainment commonly known as the Village West development. In addition to retail, restaurants, and entertainment, the Village West area borders on a major NASCAR race track, and a former greyhound racing facility available for redevelopment. Village West also contains a minor league ball park, and a regional medical facility is located immediately to the east. Planned additional development includes a casino and water resort. As with most modern development, the dominant uses of land are parking lots and access roads to serve the attractions. This study investigates the ability of a PRT system to improve the inter-accessibility of the existing and planned facilities, to serve as a feeder to any existing and planned transit systems, and to reduce the quantity of land dedicated to roads and parking lots, freeing up land for additional development.

The traditional pay as you go project finance mechanism, which has been prevalent in the US, is becoming more and more untenable for many project owners due to several factors, including the hyper-inflationary pressures on project costs as well as the owners' financial capacity to issue long term debt due to the downturn in economic conditions. These pressures are common to transit agencies that do not have viable and dependable local revenue sources to leverage against limited state and/or federal funds, as well as airports where high fuel costs have negatively impacted the airline industry and the passenger traffic which is the key source to back long term debt. Public-private-partnerships (P3) and other innovative finance/project structuring strategies are used extensively in the overseas market and offer an approach for funding projects in the US. This paper examines the key factors that can make a public-private-partnership approach viable and attractive including project structuring options, revenue stream opportunities and other tangible and intangible factors such as local economic impacts and provides examples of how these factors are being considered and applied on some projects in the US.

APM code requirements within the Clark County (Las Vegas, NV) environment are continuing to evolve. New sections of the ASCE code have been adopted as have liability and responsibility requirements. While designed to implement new APM systems having greater public safety, their imposition has increased the cost threshold of new APM development which, in turn, has had a potential impact on their marketability beyond the marketplace of Las Vegas. This paper further explores likely future code requirements within the Clark County jurisdiction.

This paper explores the conceptual design of a high level of service transportation system for the Michigan Technological University campus in Houghton, Michigan. Like most colleges, Michigan Tech's campus has expanded during recent decades, student auto usage has grown dramatically, and parking is now a major problem. The proposed transportation system links the central campus with an athletic complex area about 850 meters (2,800 feet) south of and 53 meters (175 feet) above the main campus. The athletic complex area has available parking and land for additional campus housing and other development. Using urban planning "smart growth" principles, this transit link would help achieve several campus master plan objectives, including: (a) relocating parking from the central campus to an upper campus activity center, thereby enabling more efficient land use, creating new opportunities for development, and providing a more esthetically pleasing appearance; (b) providing a high level of mobility for a proposed campus housing development located in a Transit Village; and (c) promoting sustainability by helping to control commuter student vehicle miles traveled. Steep terrain, combined with very harsh winter weather, poses significant engineering challenges that rule out self-propelled APM technologies. Rope propelled APM systems, and a rope-propelled and supported aerial tramway technology, similar to a system operating at the Oregon Health Science University in Portland, are alternative solutions.

This paper discusses the California University of Pennsylvania (CALU) — Maglev Sky Shuttle Project, the first Demonstration Project for Urban Maglev. The paper includes the history and background of the project, discussion of California University Projects 1, 2, and 3, project funding, discussion of Project 1 design, advancements in Guideway design and construction currently under consideration for the California University Project, and a summary of advantages of the Urban Maglev System.

This paper analyses the technological evolution and the trends of Automated People Movers (APM) in recent years. It establishes a baseline of the technological and economic aspects in order to support the development process of an enhanced version of the Aeromovel system (APM that uses air flow for propulsion on an elevated track). For the definition of the new Aeromovel guidelines, a significant sample of systems already developed worldwide was analyzed using an operational research tool based on a multivariate quantitative model, known as Data Envelopment Analysis (DEA). Several quantitative analyses taking into account implementation investment, total line length, number of boarding stations, passenger capacity per hour, and maximum speed were performed. As a preliminary result, it is observed that technologies that use external propulsion, for instance by means of cables, currently offer the best efficiency indicators when compared to other technological solutions for propulsion and power transmission, based on the performed DEA analysis.

The main question that will be addressed and answered by this paper is how a doubled transit ridership by podcars could be financed? This paper summarizes a Swedish research project financed by the Swedish Institute for Transport and Communications Analysis (SIKA). It deals with several analytical comparisons between bus, LRT and podcars, based on a city data base with 59 Swedish cities, and four more in-depth case studies, the cities of Kiruna, Södertälje, Linköping and the Commercial Area of Kungens Kurva in Stockholm and Huddinge cities. The comparisons comprise the following aspects: 1. Generalized travel times for the bus and the podcar modes for 59 cities 2. Market shares and total transit ridership with bus and podcars for 59 cities 3. Financial costs (investment, operational & maintenance costs) and ticket revenues with bus and podcars for 59 cities 4. Various financial solutions will be discussed. Calculations for the case study cities for podcars will be presented with the (Public Private Partnership) solution. The analyses show that it would be possible to double the transit ridership in cities with bus or LRT traffic when shifting to podcars. The cost per trip is showed to be lower by podcar than with LRT and — in some cases — than with bus.

Energy, time-efficiency, air-quality, efficient land-use, cost-effectiveness, utilizing existing infrastructure and appropriate transportation choices for user needs are the key points in defining transportation sustainability. PRT is a leader in addressing all of these sustainable transportation choices as this system has the benefits of combining and maximizing all of these issues. This changing transit paradigm allows a networked system to occur that provides for all of these issues including what is most important to the user: less distance traveled and user time shortened. Linking to existing parking facilities can provide a realistic approach to first integrating a PRT system into our current automobile dependant urban fabric. Today's parking facilities can allow for a transfer point of personal rapid transit pods to other transit systems and form of movement. By utilizing the parking facility in this type of linkage with PRT an end user will be able to park a car, interface with the transit system as well as easily access the rest of a building or urban fabric. The PRT's ability due to its small size, similar or smaller than a car, to be able to move vertically, change levels and direction is another key to maximizing the time and distance potential of the networked system that PRT provides. With other-mixed use spaces the parking facility can now be a sustainable multi-modal mixed-use place accommodating many forms of movement (walking, bicycle, new movement forms such as segway) engaging with the urban fabric and the people that it serves.

This study investigates the ability of a personal rapid transit (PRT) system to enhance sustainability at the Fort Carson Army Post in Colorado Springs, Colorado. Staff and stakeholder values are explored in relation to the implementation of PRT and alternative systems. Trade-offs between level of service, convenience, visual impact, etc. are weighed and the overall desirability of PRT is determined. Stations are located, a preferred alignment is developed and ridership is estimated. The system is modeled to determine guideway capacities, walk, wait and travel times as well as the number of transportation pods (T-Pods) required and its ability to carry sufficient passengers to meet the Post's goal for reducing single occupancy vehicle use. PRT benefits and costs are determined and compared. Recommendations are made regarding possible next steps to be taken toward implementing the PRT system.

Personal Rapid Transit (PRT) systems are designed so that passengers usually travel together only by choice, but strangers may choose to share a vehicle at peak times, when the system is near capacity. By predicting whether and to what extent this ride sharing will occur, PRT planners can better estimate the impact on system capacity and passenger experience. This paper develops a model for ride sharing based on queueing theory and applies it to explain the relationships between vehicle occupancy, passenger queue length and passenger waiting time. The effects of multiple destinations, passengers who are unwilling to share and passengers arriving in preformed parties are considered. A case study is provided to show how the model can be applied to a simple point-to-point system; in this case study it appears possible to reduce the size of the vehicle fleet by at least 30%, while still maintaining a high level of service for passengers during peak times.

In this paper we deal with a computer simulator that can be used to assess the operational scenarios for the PRT (Personal Rapid Transit) systems. The computer simulator is consists of central control module, virtual vehicle module, and graphical user interface that are implemented by the commercial embedded processor boards operated in the real time operating system. Communication networks between processor boards to transmit the control command and the vehicle status information are realized by using wireless communication network. The virtual control scenarios for the vehicles that is pre- designed are coded into the control processor board for the central control module and the on-board virtual vehicle control module. The experimental results performed in the proposed simulator present the effectiveness of the proposed evaluation simulator.

Personal Rapid Transit (PRT) offers direct, on-demand travel in automated vehicles seating 3–6 passengers on exclusive right-of-way. Commercially available systems now offer speeds up to 45 kph at headways from 3 seconds. With 3-second headways, a typical load of 1.5 passengers and 30 % empty vehicles, the link capacity will be 1200 passengers per hour (one direction). This paper explores ways to extend the capabilities of PRT with respect to capacity and speed. Strategies have been developed and verified with the generic simulation software PRTsim.

Open guideway personal rapid transit (PRT) systems are inherently more flexible than captive-bogey systems or elevated systems and, thus, lend themselves to an almost infinite variety of station configurations. This paper explores alternative station layouts for open-guideway PRT systems. The station layouts studied include configurations resulting from consideration of various combinations of such variables as, in-line station; off-line station; single bay; multiple bay; in-line bay; off-line bay; elevated; at grade; below grade; one-way guideway; two-way (shuttle) guideway; access from one side of transportation pod (T-Pod); access from both sides of T-Pod; in building; attached to building; elaborate; simplistic. The wide variety of stations presented provides potential solutions for PRT stations in many different applications.

The zero carbon, zero emission city of the future will require a high-level-of-service passenger transit system to accommodate the trips that in cities are typically performed by automobile. Mass transit, or group transit, is badly suited for this purpose as it can't replicate the service as supplied by the automobile. Also from the energy use point of view, with the exception of peak hours, mass transit is extremely inefficient as it requires that large vehicles travel nearly empty to respect a schedule. The sustainable city requires an on-demand, door-to-door, personal, zero emissions, energy efficient transport service that can be obtained by means of automated, electric powered taxis. The sustainable city will employ Personal Rapid Transit, the solution that provides on-demand, private transit directly from origin to destination. The city will feature a network of guide-ways with a large station density ensuring short walking distances (maximum 150 meters). The stations are off-line, since the vehicles will make no intermediate stops, the guide-ways are located at grade, while the pedestrian level is elevated to create a new street level (the podium). The guide-way allows for multiple lanes, incorporating acceleration and deceleration lanes to allow vehicles to speed up and slow down for stations away from the main through-lane. The entire network has been modeled using both static (macro-scale) and dynamic (micro-scale) simulation software. The simulation has been extended to pedestrian traffic and the interaction and mode split between walking and use of PRT has been modeled as well. The extensive use of simulation models is a fundamental step to the assessment of a novel transport system such as the PRT. The modeling allowed a precise assessment of the traffic volume in all branches and nodes, and the determination of parameters of exercise such as headway, trip time, wait time, energy use etc.

The development of PRT technology is now proceeding into the proliferation phase. Numerous companies are developing PRT systems that vary profoundly from the original concepts. While this process is both natural and desirable, it is also disruptive to the effort to commercialize PRT on a sustainable worldwide market basis. Of particular concern is the division of the technology into Low Capacity PRT which has adopted the APM Standard Operating Criteria and High Capacity PRT which rejects that APM Criteria. The author considers that LCPRT is ultimately not financially viable, and urges that PRT be standardized according to the HCPRT Criteria, even if used for initially low capacity applications. The argument often heard, that it is too early to standardize PRT is gainsaid by the development of computer aided design which can telescope the rational evaluation of numerous technologies in a short time framework.

PRT, Personal Rapid Transit, is a transportation concept with small vehicles on a low-weight structure offering a high level of service to its passengers. Vectus, with operations in Korea and Sweden, is at the forefront of PRT technology. Vectus has built a test track in Sweden where the system functionality and performance has been verified. Authority approval has been obtained including a complete safety case. The test track concept and the key features of the Vectus system are described along with the current operational experience. This includes two full winter seasons, proving the system's capability to cope with various ice and snow conditions. Test activities are now in the final stages of reliability and endurance testing, verifying the long term operational aspects of the system.

Much attention has been, and continues to be, given to technology selection in the context of planning, procuring and implementing a new transit system. The recommended technology family sometimes evokes strong reaction, both positive and negative. This strong reaction can particularly be the case when the choices include Automated People Mover (APM) and Personal Rapid Transit (PRT) systems. Both APM and PRT systems are driverless transit systems within the larger Automated Guideway Transit (AGT) family. Neither is the right answer for every transit need. Both have a place in sound transit planning. Each one, properly applied, can fit some transit needs better than any other transit alternative. This paper provides valuable information for a transit authority or private sector owner who is considering the implementation of a transit system. The planning process should consider numerous technology families, including fully automated transit systems (specifically driverless rapid transit, AGT, and PRT). The goal of this paper is to bring clarity to the issue of application by defining each of these three transit systems based on typical transit planning characteristics and providing contemporary references and examples that the reader can investigate further. It is hoped that the thoughts shared here will complement and reinforce a rigorous and objective planning process that seeks to satisfy transportation needs in the most beneficial manner to the owners and users of such systems.

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 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 underway in Canada, Europe, and Japan. Today there are over 130 installations of various types and configurations throughout the world and many more are under construction or are being considered. This paper travels somewhere in time to review some of the events in the development of this new transit technology.

Automation for driverless systems is a clear market trend. Actual achievements of full automation transportation systems make it possible to reduce dwell time, adapt traffic to the demand and eliminate human errors and thus increase line capacity and network efficiency and safety. Today these requirements of advanced passenger service and more efficient transportation means converge into a more global approach with the objective to highlight over-all benefits in term of sustainable development and reduction of carbon emission and pollution. Cityval, Siemens newly developed rubber tired AGT, is following very strict roads in the area of Eco-Industrial Design and sustainable development. This paper is aimed at presenting these new features of our transportation solutions while focusing in three main area: (1) Eco-Industrial Design (2) Energy efficiency (3) Modularity and operation flexibility

The City of Atlanta is in the midst of a massive expansion at Hartsfield-Jackson Atlanta International Airport, including an Automated People Mover (APM) operating on a 1.5 mile (2.4 kilometer) long overhead guideway and linking the main terminal with an off-site Consolidated Rental Car Facility. The system includes two terminal and one intermediate station and an elevated maintenance and storage facility. The City elected to procure the APM through the design-build-operate-maintain (DBOM) procurement method. The design of the system was constrained by the performance and aesthetic specifications set by the Owner, and clearance requirements for the major facilities crossed. The structural design was developed by Archer Western and Heath & Lineback (H&L) to produce the most efficient solution to the various constraints and to maximize the strengths and expertise of the construction company and led to a unique solution including a variety of structural arrangements. The basic superstructure type is a simple span, single cell precast prestressed concrete box beam. The deck is cast with the box and the deck edges follow the curved alignment of the guideway. The webs and bottom flange of the box are chorded to fit from pier to pier. Several spans had to reach in excess of 120 feet (36.6 meters) and in these locations the box beams were "stretched" increasing the amount of prestressing strands. The lifting and shipping weight had to be limited to 250,000 lbs (1,112 kN) however, so lightweight concrete was prescribed for spans in excess of 120 feet (36.6 meters) to a maximum of 140 feet (42.7 meters). Spans in excess of 140 feet (42.7 meters) up to a maximum of 165 feet (50.3 meters) utilized steel "tub" girders designed to the same shape as the precast beams. Several of the spans were in tight horizontal curvature (radius < 520 feet (158.5 meters)). At these radii it was not feasible to maintain the concept of chording the spans. Two or three span continuous units of cast-in-place post-tensioned box girders were detailed for these locations. The typical substructure element is cast-in-place with a single column pier and hammerhead cap aligning with the box beam soffit.

The guideway is the most expensive item in a PRT system. Yet in all but a few cases the design of the guideway was more or less an afterthought — something that did not require a great deal of attention. This is a major reason many PRT systems have not survived. Primary attention had to be placed on the development and design of the control system because it was the single technological advance that made consideration of PRT possible. With limited resources, control downgraded the importance of everything else about a PRT system. During the long history of PRT development and design, guideways have been designed for Veyar, Monocab, TTI, StaRRcar, Uniflo, Dashaveyor, Morgantown, The Aerospace Corporation PRT System, Cabin-taxi, CVS, Aramis, ELAN-SIG, VEC, Swede Track, Mitchell, SkyCab, Taxi 2000, PRT 2000, Microrail, Skytran, MonicPRT, ULTra, Vectus, and others. This plethora of designs likely has had much to do with the reluctance of city planners to recommend PRT. No two of these guideway designs are very close to each other. Now that the control problem is well understood, it is time to turn more attention to the guideway. The purpose of this paper is to stress the importance of adequate consideration of guideway design requirements and criteria as the basis for the design of guideways that have the potential of becoming standardized and widely deployed.

The construction of the guideway for the Heathrow Airport pilot PRT system is complete and the opportunity has been taken to re-assess some of the critical design decisions. The objective of the designers has been to develop a family of modular elements which can be manufactured in a factory, installed using simple and fast construction methods, and which link to provide a visually coherent linear feature. As this is the first application of PRT the design decisions will also inform subsequent design codes or standards and for this reason there is value in reassessing some design outcomes.

This paper examines the integration of newer subsystem technologies within older APM systems. These subsystems frequently include automated controls and propulsion. In addition, modern codes may pose particular challenges. Case study examples will include those for the CalExpo monorail, Miami Metromover, and Bellagio APM systems. This paper will further explore strategies to streamline and reduce the costs of rehabilitation while maximizing customer value.

APM systems have consistently enjoyed high levels of reliability and availability, but they are not completely free from failures. Even with typical 99.5 percent availability, the pesky 0.5 percent amounts to more than 3 hours per month with passenger service impacts. When reduced service capacities are offered during periods of heavy demands, the results can be significant, in terms of passenger queuing, congestion, and time delays, even if the disruptions are relatively short in duration. This paper addresses the issues associated with conditions and opportunities that arise when failures occur in APM systems, but the focus of the paper is the development of system designs and operating strategies that enable the use of failure-mode routing of trains and other techniques to retain as much capacity over as much of the system as possible. The theories and techniques of failure-mode operation are given, along with case studies for several airport APM systems. A case is then made for a better industry response to the needs for higher failure-mode capacities, in terms of planning, procurement, design, implementation, and operations.

Rehabilitation of facility related elements, such as the guideway running surface of an Airport People Mover (APM) System should be undertaken in a proactive fashion. This would include development of several different repair alternatives for the owner's consideration, rather than a forced running surface replacement with associated emergency shutdown of the APM System. This paper will present how an extensive material testing/analysis allowed the team to evaluate the condition of existing concrete and develop a larger range of alternatives for the rehabilitation. The alternatives ranged from a durable rehabilitation with minimal impact to the service to a full replacement of the running surface. The paper examined features of an alternative evaluation matrix, developed as a decision-making tool for the Owner.

The System Demonstration period is a critical component of testing a new automated transit system. The primary purpose of System Demonstration is to assure the Owner that the System is truly ready for passenger service. This can be a stressful time for the Owner and Contractor alike. If System Demonstration takes longer than expected, or if the project is already behind schedule for other reasons, pressure to open the System intensifies. Adequate preparation is key to successfully completing the System Demonstration requirements in a timely manner. Therefore, it is important to understand what System Demonstration involves, what should be done to prepare for it, and how that preparation will lead to success.

Mitsubishi Heavy Industries (MHI) is taking the lead and pioneering the transit industry in green technology implementation by developing more environmentally friendly transit solutions and advantages to customers. MHI is currently developing a battery-powered transportation system. The use of high-performance, high-capacity batteries will not only improve electrical power efficiency but also contribute to simplified guideway equipment, improved safety and reduced operation and maintenance activities. This paper describes MHI's next generation energy-efficient APM using High Performance Batteries.

Today, an APM customer faces monumental investment in the design, manufacture, construction, and commissioning of an APM system, or APM system enhancement. Such procurements typically begin with the development of some manner of technical specification, general provisions, RFP document, and other associated processes. Several alternatives exist for the approach to the technical specification. Such a specification can be highly detailed, or it can be very general in nature. The approach to such a procurement can have significant cost, schedule, and quality impacts, to the degree to make a project not feasible. The ASCE APM Standards Committee has developed four parts to a standard that can be very useful to APM owners when procurement of a system or system elements is being considered. This paper will explore the background and alternatives associated with these considerations, and the tools available for developing a set of technical specifications for such programs.

IHI has successfully designed, constructed, and delivered several state-of-the-art Automated People Mover (APM) transit systems for demanding urban and airport transit applications throughout Asia and various overseas markets. Building upon this success, IHI is actively developing a new generation of APM vehicle system designed to effectively address the requirements of a rapidly changing industry and market. Composite materials are being applied to primary structures of the new IHI APM for weight reduction and for achievement of stylish design. This paper describes the development of the "Advanced composite carbody system" for the new IHI APM.

The new IHI APM system integrates numerous advancements in passenger convenience and comfort. Through detailed numerical analysis and data acquisition procedures performed on a dedicated IHI test track, passenger ride quality advancements now set a new market benchmark for rubber tired technology. Similarly, the HVAC subsystem integrates new `smart' system features designed to optimize passenger comfort and reduce energy consumption. Information systems and a spacious interior cabin embody similar advancements. This paper explores these features in detail including the implications for future applications.

Within the Transit Industry reside proponents and detractors of automatic control, as well as proponents and detractors of manual control. These factions are well versed in the aspects of both automatic and manual control, and produce and promote a variety of data, facts, and opinions via venues ranging from conferences to websites to internet blogs. Occasionally, ardent discussion or promotion of one control type occurs at the expense of the other control type. In these cases, contrasting claims may be made that increase the difficulty for prospective public owners and planners of transit systems to objectively assess automatic or manual control as it applies to their particular system. This paper's purpose is to provide a high level, objective overview that can assist prospective owners and planners of transit systems with decisions regarding automatic and manual control by outlining salient points regarding both manual and automatic control. The paper summarizes the purpose of, and applications of, automation and presents automation rales of thumb. The paper defines both automatic train control and manual operation, then discusses other factors, including measurement of the cost effectiveness of automatic vs. manual control for transit systems. Lastly, conclusions and recommendations are made.

The right public transportation technology within an urban setting can add significantly to the aesthetic look and functionality of a metropolitan area. With the variety of urban transit systems currently operating in the world today, it's important that cities planning on developing new or extending systems have the right information based on previous projects. The City of Honolulu, in its High-Capacity Transit Corridor Project, has decided to build their new transit system on steel wheel/steel rail technology. An expert panel recently affirmed this decision based upon alleged lower construction costs, operations and maintenance costs, operating noise levels, and providing the most proven mass transit solution. This paper will reconsider whether the official decision to go with a steel wheel system was in fact more beneficial than a rubber tired system.

This paper shows how Bombardier and the Guangzhou Metro Corporation (GMC) are working in close cooperation due to the unique nature of the scope-split for this project. GMC is responsible for the civil construction, power supply, platform doors, and other key components required for successful system commissioning, including the installation of all GMC and Bombardier equipment.

This paper is the first in a series of two technical papers which define the key issues to be analyzed in the study of dedicated transit systems such as Automated People Mover (APM) systems for circulation within dense urban environments. It is quite complex to accomplish an "apples-to-apples" comparison between alternative transit technologies for urban district circulation systems because of the different travel times, access convenience and walk distances between the alternatives, all of which effect the transit user's choice. These papers describe the suitability of the ALPS^TM simulation tool for such analyses including discussion of the characteristics of the urban environment, the nature of transport systems suitable for circulation system application in urban centers, and trade-offs between at-grade and aerial transit system alignments. Simulation-based case studies are presented that illustrate the analysis of APM transit technologies using ALPS. This first paper addresses the representation of the transit user's complete experience within the simulation model, including the approach to modeling transit ridership and the related pedestrian facilities associated with the transit stations and the means of access to the transit. The second paper describes the capabilities within ALPS to represent transit system operations, including train performance modeling, guideway and alignment configuration, demand-responsive scheduling, and options for dynamic routing of APM systems.

This paper is the second in a series of two technical papers which define the key issues to be analyzed in the study of automated people mover (APM) systems for circulation within dense urban environments. It is quite complex to accomplish an "apples-to-apples" comparison between alternative transit technologies for urban district circulation systems because of the different travel times, access convenience and walk distances between the alternatives, all of which effect the transit user's choice. These papers describe the suitability of the ALPS^TM simulation tool for such analyses including discussion of the characteristics of the urban environment, the nature of transport systems suitable for circulation system application in urban centers, and trade-offs between at-grade and aerial transit system alignments. Simulation-based case studies are presented that illustrate the analysis of APM transit technologies using ALPS. The first paper addresses the representation of the transit user's complete experience within the simulation model, including the approach to modeling transit ridership and the related pedestrian facilities associated with the transit stations and the means of access to the transit. This second paper describes the capabilities within ALPS to represent transit system operations include train performance modeling, guideway and alignment configuration, demand-responsive scheduling, and options for dynamic routing of APM systems.

Bombardier Transportation's Systems Division has developed an enhanced version of the BOMBARDIER* CX-100* APM vehicle to replace the original fleet of C-100 Miami-Dade Transit (MDT) Metromover downtown people mover vehicles. The paper details significant new designs and enhancements including: • Enhanced styling featuring new highly sloped end cap design and end interior; • End-equipment packaging configuration featuring modular framing; • Manual controller configuration with improved human interface; • Revised door opening configuration; • Undercar package Heating, Ventilation, and Air Conditioning (HVAC) unit sized for subtropical climates and optimized for maintainability; • Air distribution system with optimized air flow characteristics; • Trainline design with universal coupling for improved operational flexibility; • Expanded use of anti-corrosion materials and details; • A new Vehicle Monitoring and Control System (VMCS) component of the on-board Automatic Train Control (ATC) system; and • Communications subsystems including voice and data radio, CCTV with digital video recorder, passenger info system, and mobile wireless router.