Automated People Movers and Transit Systems 2011: From People Movers to Fully Automated Urban Mass Transit

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 constructed under the supervision of the Florida Department of Transportation is a Consolidated Rental Car Facility which was recently completed and opened in July 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). The DBOM Contractor was selected and the Contract was awarded in July 2008. This paper examines the project implementation process at an operating airport, in a constrained financial environment, with a special focus on project management initiatives that have kept the project on schedule and within budget while accommodating flexibility to support on-going strategic airport improvements to the ground transportation infrastructure and an airport city.

Miami International Airport (MIA) is a large international hub airport and the gateway that welcomes South American, Central American and Caribbean visitors to the United States. Conveniently located within five miles (8.05 km) of downtown Miami, MIA is the single largest economic engine for the South Florida area. MIA's $6.2 billion expansion program is the largest construction program at an operating airport. The overall expansion program known as the North Terminal Development (NTD) Program includes expansion of the Terminals A through D and a new APM System which consists of four passenger stations (1 through 4) serving Gates D1–D60 of Concourse D at Miami International Airport. The APM System will be located on the fourth level of the terminal building, with the pinched loop guideway alignment running over the roof of the facility between the four stations and the Maintenance & Storage Facility (M&SF). The operation of the system can be best visualized as a continuous loop, in which driverless trains will automatically follow each other in a synchronous manner. The M&SF, Central Control room and administrative offices for the APM system are located in a consolidated facility south of Station 3. Many challenges were faced with such a large Capital Improvement Program including integrating the fixed facilities with the new Baggage Handling System and new rooftop APM System and dealing with extended construction periods. This paper will focus on and discuss these challenges and specifically identify how these challenges were successfully overcome with the APM System. This will include successful negotiating strategies, dealing with expired warranty issues, maintenance of manufactured equipment and trains during extended construction periods and challenges encountered and addressed during testing and commissioning. The paper will also address continuously evolving planning and design issues that are challenging today's airport managers, architects, and engineers as a result of local and global events within the past two decades that have impacted the airports safety and security needs, building design and airport connectivity to the city.

Skylink was designed to offer riders a great view from above as it traverses its 8 kilometer (5 mile) course from an elevation of nearly 18.3 meters (60 feet). Passengers often appear captivated by the scenery below. Clear skies typically dominate North Texas weather. But when severe weather strikes, wind driven rain can suddenly force its way into Skylink stations as trains are held and riders disembark. Caution signs are posted and cleanup crews arrive to deal with wet station floors. Depending on the scope of intrusion and number of stations affected, Skylink weather delays might extend beyond airline ramp closings while water extraction efforts in front of doors are being completed. In late 2009, DFW Airport Developers implemented a construction program designed to mitigate water intrusion in stations, thus minimizing platform slip hazards during severe weather. This paper describes the effects of station water intrusion at Skylink and explores a successful method to capture and redirect rainwater back to the outside. The 6 month project called for modification to station floors at 80 door-set entrance ways. A modular array of specialized mats designed to convey moisture to a drain system beneath was installed at each location. The project required all work to be performed nightly, and to ensure continuous scheduled train service to every station on both loops. The paper describes both construction and operational challenges, and how they were met. The finished product is then presented along with a report on results achieved in improved customer service and safety.

When time came to move heavy loads at significant speed, Chinese invented the wheel. When men discovered ways to compact engines, they invented automotive systems such as locomotives and cars. Able to move heavier loads, they assembled one active vehicle (the locomotive) and several passive vehicles (carriages) in which passengers and payload were transported. Trains were invented. Most of the trains are using steel wheel/rails combination. Progress in constructing railways and designing carriages suspensions have allowed the system to reach a high standard of passengers comfort while reaching sustainable operation at high speed (more than 250km/h). On the other hand, low speed systems such as APM allow a wider choice in rolling stocks. At the beginning, most of the APM were using steel wheel/rail rolling stock, even though some attempts had been made in Paris Metro for instance, decided to use tire propulsion on several line of its network.

Skylink, the Dallas/Fort Worth International Airport's second-generation APM system, opened for passenger service on May 21, 2005. The all-new elevated system replaced the aging Airtrans APM system that had been in service since 1973. Skylink transports passengers to any of five terminal facilities on the secure side only. While the Skylink APM system is maturing well, proactive monitoring and oversight provide ways to improve other aspects of Skylink's overall passenger service. Following the completed start-up period, continuous system operations have offered opportunities to implement some changes to Skylink stations. A few additions and improvements have been accomplished that enhance the ease of use and the overall Skylink passenger experience. Fine-tuning station messaging, signage, and graphics; improving terminal maps and wayfinding; making optional safety upgrades; and modifying platform entry points, exit points, and doorways have enhanced the Skylink experience for D/FW Skylink passengers. The D/FW Skylink station improvement activities discussed in this paper demonstrate best practices and insights that could be useful for future APM industry station projects.

Design Build Operate Maintain (DBOM) Contracts are especially cumbersome for major contractors that are primarily concerned with the fixed facilities (brick and mortar) aspects of the project and tend to not look deeply enough into the systems integration requirements, let alone the safety in design aspects. The MIA Mover APM project is a fast track DBOM project with a very stringent delivery schedule. The Joint Venture responsible for this work assembled a team to meet this time constrained schedule, concentrating on the Fixed Facilities aspects of the contract while relying on a sub contractor to provide the requirements of the Operating Systems. Safety of Design requirements for the Fixed Facilities and the Operating Systems follow a distinctly different path before merging at the end of the project to meet the required Safety Certification requirements. Fixed Facilities requirements for safety certification are generally covered and accepted through local building codes and Authorities Having Jurisdiction (AHJ) through the permitting process for the completed project, while Operating Systems undergo a strict regimen of design reviews that include System, Sub-system, and Operations Support Hazard Analyses by following Military Standards or the ASCE APM Standards as well as state and local requirements. This creates two distinctly different paths of approach that lead to the ultimate goal of Safety Certification and that creates confusion, most notably where interfaces between the fixed facilities and operating systems arise. For the MIA Mover project, recognizing that a more concerted effort was required to demonstrate and meet compliance with the Safety Certification requirements, the Joint Venture developed and implemented an Integrated Safety Management Action Plan that identified responsibilities for design safety through an organizational structure that provided autonomy from the project while including the fixed facilities and operating systems design and the systems integration team. Working closely together, these teams have remarkably accomplished Owner acceptance of all Systems Safety Hazard Analyses within an eight month period; achieved a closure of design hazard analyses of 90%; and identified all Inspection/Test and Manuals and Training mitigations required to achieve full safety certification.

After several years of planning and design work related to a landside APM system, the City of Phoenix officially began construction of the Sky Harbor International Airport PHX Sky Train^TM project facilities in April 2009 and awarded the train system supplier contract in June 2009. The first stage of the PHX Sky Train^TM system will replace the existing bus connection between the Metro Light Rail station at 44^th Street and Washington, the East Economy Parking structure and Terminal 4. Future stages will connect to existing and planned terminals to the west, a planned ground transportation center and the new Rental Car Center. Under an accelerated schedule, the first stage of the PHX Sky Train^TM is scheduled to begin carrying passengers by the spring of 2013. Central to the planning process for PHX Sky Train^TM was the City's goal to provide a state of the art transportation system that would link all of the airport facilities to regional transit to help reduce traffic congestion within the terminal core. The PHX Sky Train^TM project is timely in accomplishing this goal given that the first segment of the METRO light rail system that links downtown Phoenix, the airport and Tempe began operation in December 2008. Upon completion of the entire system, the PHX Sky Train^TM system length will be about 8km (5 miles) with up to seven stations. The system will serve a total daily ridership of 96,000 passengers and a total annual ridership of 35 million passengers and will operate 24 hours a day with peak headways of less than three minutes. This paper focuses on the unique challenges and opportunities related to the PHX Sky Train^TM system planning and procurement activities, as well as provides an overview of the progress of the system implementation and construction activities.

Sky Harbor International Airport has considered a transit system to connect its key facilities in the long term planning of the airport since the development of its newest terminal in the late 1980's. After careful transportation planning and design, the Airport is now constructing the PHX Sky Train, an automated people mover system that goes beyond just connecting key airport facilties. The Sky Train will also: enhance the airport's long term ability to grow; provide a vital transit link to the region; utilize transit oriented design principles that enhance growth opportunities and livability for the community; reduce local roadway congestion; and use sustainable design and construction methods. The development of this robust transit system requires several unique design features and the undertaking of a complex facility construction program. The Sky Train is a predominantly elevated, five-mile long automated people mover system that will run through and connect key existing and future airport facilities with strategically located stations — Terminals, parking areas, ground transportation centers, Metro Light Rail and Rental Car Center. This paper will focus on the features of the Sky Train planning and design that enhance the airport and surrounding community along with an update on how the ongoing construction is meeting the challenges of building this complex system through a busy international airport.

The paper shows the results of a feasibility study and highlights the technical and technological characteristics of a cableway people mover for Lamezia Terme Airport, a strategic international interchange node in Italy.

As the American Southwest is one of the fastest growing areas on the continent and with airline passenger demands expected to continue to increase, the Phoenix Sky Harbor International Airport must continue to adapt and improve to meet the demands being placed on its facilities, roadway systems and terminal areas. To that extent, the City of Phoenix has embarked upon a modernization and expansion program at Sky Harbor International Airport that accommodates passenger demands and traffic congestion. As part of this modernization and expansion plan, a new automated train system is being provided to ease traffic congestion on and around the Airport access roads and to serve as a critical link between existing and future infrastructure. To realize this critical link, Bombardier Transportation is providing the state-of-the-art 2.2 mile (3.5Km) pinched-loop BOMBARDIER INNOVIA APM 200 automated people mover system including 18 vehicles outfitted with the BOMBARDIER CITYFLO 650 signaling system. The intent of this paper is to describe the scope of supply including the vehicles, Automated Train Control system, guideway components, and maintenance facility. This paper will also discuss how Bombardier through the design, manufacturing, and testing phases, will solve several technical challenges. These challenges include modification of key system elements to deal with the harsh desert environment, establishing provisions for expandability to enable timely cutover without impacting system operation, and streamlining of manufacturing, and testing and commissioning activities to adapt the overall system to the Phoenix Sky Harbor application and meet the tight project schedule.

The Bay Area Rapid Transit District's (BART) Oakland Airport Connector (OAC) project has been "in the works" for over ten years. We reported on the circuitous progress on this 3.2-mile (5 km) APM to link the BART regional rail system and the Oakland International Airport in three previous International APM Conferences: 2005 in Orlando, 2007 in Vienna, and 2009 in Atlanta. At each presentation, we fully expected the project to go forward soon, but many issues and obstacles prevented that from happening until the fall of 2010. This paper tracks the tortuous path between then and now, discusses some of the obstacles and how they were overcome, and provides a look forward to our new, but now design and implementation, challenges. Initially this was a design-build-operate-maintain (DBOM) project for both the system and facilities combined. Six teams were qualified as part of the initial procurement process. Funding and other issues caused BART to change the approach to design-build-finance-operate (DBFO) or public private partnership (P3). These two attempts were discussed in previous ASCE APM Conference papers. Three teams responded initially to the DBFO request for proposals (RFP). Failure to come to acceptable terms with the finalist team and problems in the global financial markets resulted in this procurement being cancelled. This paper includes lessons learned about using P3 in the U.S. transit world. BART and the other public stakeholders still supported this project. The federal government's American Recovery and Reconstruction Act (ARRA) "stimulus package" for transportation projects breathed new life into it. BART reverted to a DBOM approach (preferred by the APM suppliers and their facilities design and construction partners) and revised the RFP again. Four teams responded. Their proposals were evaluated in the fall of 2009. The BART Board voted to select the team of Flatiron / Parsons, a Joint Venture, with their systems subcontractor, Doppelmayr Cable Car (DCC), in December 2009. Notice to proceed was given in November 2010. Events at the local and federal levels that delayed the project for almost a year are discussed from a lessons-learned perspective. This paper ends with a summary of the project status and the design, implementation, and technological challenges expected between now and its opening in May 2014.

Increasingly, large-hub airports in the United States are becoming intermodal terminals connecting people to a diverse range of transportation modes. In most U.S. large-hub airports, the percentage of passengers accessing airports by mass transit is relatively small as these systems are primarily used by employees. This will likely change in the next 10 to 20 years at airports located in urban areas due to regional roadway congestion, emissions concerns, and rise in fuel prices. Over the last decade, Seattle-Tacoma International Airport (SEA) has prepared several studies for integration of transit systems for light rail, automated transit using PRT (personal rapid transit) technology and people mover (APM), and bus transit. This paper is a case study on the challenges of integrating these transit systems into Seattle-Tacoma International Airport shown in Figure 1. It explores issues related to: various types of transit systems, facility requirements, existing airport constraints, security, and environment.

This paper examines cracks which occurred at the re-entrant corners at the dapped ends of bulb tee girders used on the MIA Mover APM System at Miami International Airport. Cracks were initially identified during load testing at the precast yard, although typically they did not occur until the beams were erected. The load test and crack mechanism is described herein. Post-erection cracking is compared with that observed under load test conditions and differences are discussed. FDOT criteria were applied in determining the appropriate protection strategy.

The CDGVal Roissy lines are already is service since Mid 2007; the line 1 is operated 24h/24h with 5 stations and 3,3km of tracks; the second line "LISA" limited to 2 stations and 620m of tracks is operated 20h/24h. The construction of new Airport satellites made necessary to extend the LISA line with one additional station S4. Siemens SAS Mobility is installing this new extension without operation interruption and facing the management of several challenges. First the S4 extension is going through the existing workshop, which consequently had to be destroyed so that the track can be built, and following construction phases between the existing workshop closing and the new workshop opening , in such a way that the maintenance of LISA fleet can continuously proceed. At same time, the extension will induce a fleet extension with 4 cars trains instead of married pairs; the control center which is used for both lines is needed to be upgraded and tested not stopping the operation of LISA. In addition to give a picture on the status of this project, this paper aims to explain the overall organization settled in order to manage all related constraints.

The paper describes the analytical process and simulation-based tools that were used to perform a study of alternatives for an automated transit system (ATS) that would serve as an airport circulator system for possible future conditions at Newark Liberty International Airport in Newark, New Jersey. The paper describes the alternative ATS configurations that would provide non-secure landside connections between the three terminals and remote landside facilities, and in some case studies include a separate additional automated people mover (APM) circulator system to provide secure airside connections. The analysis was primarily performed utilizing the Advanced Land-Transportation Performance Simulation^TM (ALPS^TM) software, which is described in the paper to include the flight schedule processing and the integrated pedestrian and transit system simulations.

Gatwick Airport's Inter Terminal Shuttle (ITS) had been in operation since 1987 and logged over 2M miles of operation. In 2007 Gatwick Airport Limited (GAL) elected to modernise the ITS with a replacement Automated People Mover (APM) utilising the latest technology. Gatwick's ITS runs on a 1.2 km of elevated guide-way consisting of 51 simply supported spans and a two span continuous bridge over the A23 highway. The ITS carries passengers between the North and South terminals at Gatwick Airport. The modernisation included total replacement of the APM systems supplied by Bombardier Transportation Inc, refurbishment of the two stations and a complete overhaul of the infrastructure supporting the system, including the guide-way. Under a framework agreement Buro Happold provided consultancy services for Gatwick which included inspection, maintenance, assessment and design of strengthening works with the aim of safeguarding the ITS asset at Gatwick Airport for a further 20 years. Structural Systems (UK) Ltd carried out the refurbishment works over the period of 2009/10 which included: (1) Replacement of 650 bearings supporting the system (2) Repairs to concrete piers (3) Overhaul of the steel box diaphragm bridge supporting the guide-way over the A23 (4) Repairs to track beams and guide-way (5) Replacement of running surface and emergency walkway expansion joints. This paper describes in some detail the historical, contractual and technical challenges facing the client/designer/contractor team in delivering the project under a tight programme and budget without adversely affecting the business of Gatwick Airport. The delivery team worked harmoniously throughout the project and safely delivered the works on time and budget. The system is now fully operational. It has been commented that following the refurbishment works the Gatwick ITS offers passengers one of the best and smoothest ride qualities in the world.

Eero Saarinen's mobile lounge system was recognized as state of the art intra-airport transportation of airline passengers in 1960. A half century later, in order to maintain the cutting edge airport operations and to position Washington Dulles International Airport to expand to meet the needs of twenty-first century airline travel, the Metropolitan Washington Airports Authority initiated a massive program to replace the mobile lounges with a fully automated people mover system. This paper presents a case study detailing some of the planning and engineering challenges encountered in the design and construction of an automated people mover system underneath an existing, high profile and fully functioning international airport. Both the first phase of the APM system that came online in January 2010, and planned extensions still to be built are discussed in relation to the airport-wide master plan. Two components of the current system are used to illustrate specific issues that were major drivers for this project: (1) Design and construction of the Main Terminal APM Station; and (2) Design and construction of the Tier 2 APM Station. The Main Terminal APM Station provides an example of a large scale, sub-grade structure built in close proximity to a functioning airline terminal. This work was further complicated by the need to respect the historic nature of the existing Dulles International Airport Main Terminal Building. The Tier 2 APM Station illustrates an opposite consideration, the construction of a facility primarily intended to service a mid-field concourse, which will be designed and built at a future date.

In the early 1970s many exciting automated guideway transit technologies and concepts were emerging, and numerous applications were being proposed. One of the initiatives of that era was the U.S. Government Downtown People Mover (DPM) Program in which funding support in the form of grants was provided to demonstrate automated guideway transit as a circulation system in the downtown districts of our cities. These systems were envisioned as important transportation links that would help to reverse urban decay by revitalizing downtowns. Some 38 cities in the United States expressed an interest in the program and submitted grant proposals. Considerable research also was undertaken at that time to develop planning techniques and guidelines for the deployment of urban APMs. Three DPM projects were funded, designed, and built — Miami Metromover (opened in 1986), Detroit People Mover (1987), and the Jacksonville Automated Skyway Express (1989), and all three are still operating today. However these are the only DPM systems that have been built in the United States. This paper will provide a history of the Downtown People Mover (DPM) Program in the United States, information on and current status of the three DPM systems, and lessons from the DPM program and each of the three systems. The paper will also discuss today's alternatives, such as free bus circulator systems, streetcars, vintage trolleys, and livable communities concepts, for the downtown transportation role that was originally envisioned for DPM systems in U.S. cities.

Doha, the capital of the State of Qatar is experiencing an unprecedented growth and development, and the need to move people quickly and efficiently in the West Bay area, site of major hotels, residential and office towers as well as a Convention Center and a major shopping mall, has become a pressing need. A modern underground Automated People Mover (APM) system has been selected to facilitate passenger movement. Procurement of the APM will follow a conventional design-build competitive procurement for the Operating System, while the civil portion (tunnel, stations and M&SF) will either be awarded to a nominated Contractor or advertised for competitive procurement. The APM system will consist in 10,000 m of dual track underground tunnel and 19 stations. Cars will generally be configured into three-car consists. A car will be dedicated to VIPs and family, while the rest of the cars will be dedicated to other passengers. This paper provides an overview of the APM system and discusses its key planning, design, implementation and procurement elements.

This paper describes a series of simulation studies that analyzed a personal rapid transit (PRT) system in a campus setting involving large pedestrian flows. The case studies analyzed hypothetical scenarios of a PRT system on a university campus and complimentary improvements within the university master plan. This paper describes the challenges of providing a suitable, cost effective level-of-service for the campus ridership demand patterns, which demonstrate high surge flow conditions between certain station pairs. Central to the methodology is the derivation of origin/destination trip tables representing the overall internal circulation patterns throughout a typical campus activity schedule, which was essential to the comprehensive analysis of a demand-responsive system. The analysis was primarily performed utilizing the Advanced Land-Transportation Performance Simulation^TM (ALPS^TM) software. Three cases studies were analyzed with the ALPS software based on the university class schedule and enrollment data forecasts. The paper provides a summary comparison of the case studies results, and provides conclusions on the suitability of PRT technology application for different types of urban district circulation service.

The Mandalay Bay Automated People Mover system is a fully automated elevated transit system designed to provide transportation along a dual lane, elevated guideway structure. The system operates between the intersection of Tropicana and Las Vegas Boulevards and the Mandalay Bay Hotel/Casino. Having been initially commissioned for passenger service on April 2, 1999, the system has entered its second decade of operational life. Since 1999, JAI has been extensively involved with the safety monitoring, evaluation, inspection and audit of this system. Due to the outstanding efforts, consistent approach and effective management by the operation and maintenance team, JAI is pleased to report that the system continues to operate within functional compliance with the original OEM requirements and parameters. This paper discusses various activities as experienced through our safety inspection activities over the last decade. Also included is a discussion of O&M ‘lessons learned' for this and other similar APM systems as witnessed by JAI through its activities over the years.

A Gravity Power Tower is a gravity based embodiment for storing substantial potential energy in a number of relatively heavy and vertically moving masses, embodied as Power Mass Modules; release or recover the potential energy in a controlled manner using a continuously variable intelligent, automatic gear system and high speed traveling power transmission cable, transmitting the force to accelerate or decelerate at a fraction of acceleration due to gravity, or sustain at steady speed, any rolling or sailing mass of relatively a fraction of the size of the masses in said Power Mass module. A set of such Gravity Power Towers interconnected with transport guide ways for the mass to be transported on wheels or in water, form intelligent automated transport network for transporting people and cargo point to point, powered by gravity, is shown to replace substantial non-renewable energy in surface or sub-way transportation within and between cities.

This paper describes the financial and physical reasons why the future development of PRT should be directed towards the High Capacity PRT System rather than the present course of development which is resulting in Low Capacity PRT. This course of design development involves network design, guideway design, guideway utilization, control systems, operating headways, vehicle size and financial considerations. The paper discusses the advantages of High Capacity PRT in terms of performance, ridership, revenue generation and minimization of operating costs and shows that this represents the way to a future of high quality urban transportation. The Travel Demand models that are used to forecast ridership on transport systems show that the most attractive combination of service characteristics will inevitably attract the greatest ridership and hence provide the greatest opportunity for achieving financial viability of the transport investment. The paper also introduces a potential Basic HCPRT Specification and explains the reasons for adopting such a specification. This discussion briefly includes the topic of Standardization as a requirement to develop world markets for PRT and how that may be achieved. The paper concludes with a discussion of methods whereby PRT Technology development may be logically advanced, including private investment, government supported research and development and public—private partnerships. This paper is intended to be provocative and it also contains a challenge. If it does provoke serious discussion it will have succeeded.

PRT is at its best in an urban environment, and for any PRT system, the primary objective has got to be to entice drivers out of their cosy cars and into pods, therefore, reducing congestion and making a significant contribution to the global reduction in Greenhouse Gases (GHG). BeemCar provides a viable and attractive option for car users. It is an evolutionary conceptual design for a suspended PRT system based on proven technology and lightweight composite construction, including the beam, which was the subject of a separate technical paper and peer review last year. The innovation is in the way the technology has been brought together for this application. This paper will show how the design of BeemCar was derived from what could be considered to be the ‘ideal' requirements for any PRT system, and it will discuss BeemCar's unique design features. In addition, this paper will put into context the perceived high cost and suitability of composites for a PRT application. Equally, the standard advantages of PRT, such as being available on-demand 24/7, will apply to BeemCar.

To solve various traffic issues existing in urban area, the high energy-saving new public transportation system called "EcoRide" was proposed and has been developed. The "EcoRide" vehicle that does not have on-board driving devices runs using potential energy by the application of roller coaster technologies. The merits of "EcoRide" are low initial cost and high flexibility to install due to the light-weight vehicles. For the real use of actual transportation, safety and durability should be checked. The test track of about 100 meters in total length was constructed in Chiba Experiment Station, Institute of Industrial Science, The University of Tokyo to execute various experiments. Moreover, to improve the comfort and accessibility of "EcoRide"vehicle, several cases of seat arrangements were evaluated and a design evaluation method of passenger rooms was discussed.

This paper presents an analysis of various commercially available renewable energy sources (wind, solar) developed and integrated into a hypothetical Automated Fixed Guideway Transit system. The analysis will include various scenarios involving different combinations of renewable energy technologies with a typical APM system technology. This paper will also explore economic and cost implications, environmental and ecological benefits of each scenario. The goal of such a system will be to reduce operating cost, reduce dependence on fossil fuels, and to ultimately create a fully sustainable transportation system.

Personal Rapid Transit (PRT) is a transportation concept offers speeds up to 50 kph at headways from a few seconds. With such a small headways changing the direction of motion is realized by passive switch. To meet requirements mentioned above, the dynamics of PRT vehicle must be investigated. This paper deals with the modelling and simulation of the dynamics of PRT vehicles and turnout geometry. The paper presents a non-linear multi-body dynamics model of a PRT vehicle comprising conceptual bogie system, main wheels and vehicle inertia. The model presents a PRT bogie concept according to the patent filed with The Polish Patent Office and developed by the authors of this paper. The purpose of the model is vehicle handling analysis. Additionally, the conceptual method for the design of turnout geometries based on the PRT researches has been outlined. All of the examples used for concepts explanation have been generated with the ADAMS and CATIA software. The one of this paper's conclusion is demonstration of how a simple vehicle and tire model can be used to carry out sensitivity studies with vehicle and tire parameters as design variables. Moreover, several important conclusions can be drawn from simulation studies, which are consistent with the findings on e.g. the analysis of track vehicle dynamics. Comparison of the motion along straight and curved tracks gives the possibility to provide different requirements concerning suspension, especially in the lateral direction.

Masdar City in Abu Dhabi is currently under construction aiming to become the world's most sustainable development embodying the ultimate vision of a carbon neutral urban environment. An important consideration in carbon-neutrality is the organisation and provision of a transport system that does not rely on the internal combustion engine, integrating active modes such as walking with electric transit modes that combine capacity and penetration requirements. Gaining from practical experience in Masdar City, the aim of this paper is to enhance the understanding of transport planning challenges of implementing Freight Rapid Transit (FRT) and Personal Rapid Transit (PRT) as key elements in an overall urban transport system. Whereas current implementations have been short stretches of individual line, in Masdar City an integrated MRT, LRT and PRT/FRT system will aim to deliver a zero-carbon travel environment. Key considerations are the reliance on FRT/PRT (and not on private vehicles), system constraints, issues related to specific transport demand segments (e.g. disabled, children, etc.) and travel purposes, interactions with the environment surrounding the carbon neutral city, community characteristics, changes in behaviour involved, and challenges for goods movements and deliveries. We also discuss supporting measures for a successful FRT/PRT system, basically creating the right environment for such systems to operate, referring back to their contribution to Masdar City's aim of carbon neutrality.

Personal Rapid Transit (PRT) is becoming recognised as a high quality public transport mode. However, there is little literature available for designers and planners of PRT systems, particularly on the capacity and size characteristics of stations. This article will summarize and compare estimations of capacity for serial-type and "sawtooth"-type PRT stations. Station characteristics are a complex function of geometry, vehicle dynamics, boarding strategies and user behavior. Both analytical and micro simulation techniques have been used and the capacities and space-efficiencies with various load assumptions are compared. The results will be useful for selecting the most suitable station for a given space constraint and demand scenario.

The carbon neutral, zero emission Masdar City incorporates Personal Rapid Transit (PRT), 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 guide-ways are located at grade, while the pedestrian level is elevated to create a new street level (the podium). In the first phase of the network, operations will start with 10 PRT vehicles sharing the track with 3 freight (FRT) vehicles. A total number of 6 stations are available: 2 people stations, 3 freight stations and a maintenance station. The paper addresses the technical side of the PRT operation. The vehicle architecture is presented, including an overview of the important vehicle components with their purpose. The main working principles of the vehicle control system, used to guide the vehicles accurately along the track, are discussed. Results of the actual driving performance and accuracy are incorporated to show that the vehicle control system is well capable of meeting the high demands of driverless people transit.

Simply put, the procurement process is a mechanism to competitively match an "Owner's needs for goods or services" to potential suppliers in the marketplace. The complexity of the process is directly related to the types of goods or services anticipated for procurement. The procurement of a transportation system, especially a transit system, is a complex process; the need for transportation corridor improvements or implementation of new corridors is a public policy issue and a high priority at all levels of transportation planning and management. Safe, efficient and effective transportation systems (whether they are roads or transit) is a key factor that affects the desirability, effectiveness/efficiency and economic competitiveness of a given facility, area or region. Demand on the transportation systems is driven by population growth and addressing the needs, both economic and quality of life are high priority public policy issues. In an environment of limited public funding and a growing need for transportation infrastructure investment to promote and sustain the economic wellbeing of the region, the Redevelopment Authority Allegheny County (RAAC) through the Transportation Action Partnership (TAP), have been evaluating the feasibility of delivering high priority transportation/transit improvement projects in a phased manner, including through a Public Private Partnership (P3) arrangement. Under the P3 premise, the corridors have two primary components: delivery of transportation system improvements and conveyance of development rights to certain parcels along the corridors for ancillary real estate development that can be supported by latent demand from the major economic engines within the region. This paper examines a strategic procurement planning and project delivery approach that can address the economic needs of the region through delivery of an efficient transportation system in an economically viable manner.

The last decade has confirmed an increased demand worldwide for fully automated transportation solutions in our cities, now supported by a large panel of available systems covering all type of line capacities; in particular rubber tire APM are pushed to run higher capacity trains, with an increased modularity and esthetic flexibility and applying last technologies better fitting with environmental constraints, in term of energy savings, simplified maintenance. The network approach is also a must for multi metro lines cities, not only through staff and components synergies, but also based on a compatible CBTC solution and a similar system concept, ensuring the fulfillment of RAMS level. Cityval® fits with the last expectations for urban applications in addition to the rubber tire related benefits compared to Steel wheel solutions or Monorail (higher slope, sharp curves, noise reduction, reduced civil, light design...) and can easily be implemented as a back bone line in a network or a feeder line for a satellite city or a city district.

It is required to make low-carbon cities in the field of urban policy in order to work toward global environmental problems. Under these circumstances, we think it is necessary to create aggregated, environmentally friendly urban structures in cities. Japanese cities such as Tokyo have actively utilized public transportation that imposes less of an environmental burden to form compact city structures with aggregated city functions. APMs represented by monorails andAGTs have played vital roles as intermediate mass rapid transit systems in the formation of city structures in Japan. This paper describes the latest situations in Japan's initiatives of low-carbon cities and development of public transportation (APMs, etc.) from the viewpoints of planning and technical theories.

There has been increasing interest in automated networks using small vehicles during the last several years. Such systems can provide a high level of passenger service with a comparably lower investment, potentially making them an attractive alternative to other technologies such as people-movers, monorails, etc. The subject matter of this discourse expands upon design considerations relating to capacity for such automated small vehicle systems, often called Personal Rapid Transit (PRT). Vectus has operated a test track with three vehicles in Uppsala, Sweden, since 2007. To verify performance in a larger system, an emulator was developed which runs the actual safety-validated control software including all communications and the complete operator interface. The hardware in the system, vehicles, propulsion, platform doors, ticketing, etc., are emulated with very detailed and calibrated software models. In this way several uncertainties for accuracy and real-life representation associated with the use of simulations is removed. The emulations show that high capacity can be achieved, but more importantly, there are several other factors (other than the control system) that have a significant impact on performance. It is imperative that all factors are properly considered in the system design in order to achieve high capacity — factors that many simulations may not account for in an accurate way.

The aim of this paper is to show the importance of including people in a project such as the automation of a Metro Line. It is our belief that such a goal cannot be achieved without a Social Management Program. Most transport organisations in the world have very powerful staff representatives and it is our goal to demonstrate that working with them is essential to launch ambitious modernisation program. RATP has shown through the automation of Line 1 that it has the ability to work with its people to build a first quality Metro in terms of service provided to its customers. This project was the result of hard work and we intend to illustrate the RATP experience in this document. A few background elements are necessary to begin with, then we will focus on how the RATP changed the value system of the Metro, and we will show how technical progress has been used to accomplish social progress.

The CalExpo monorail system has recently undergone a complete system refurbishment inclusive of new controls, propulsion, door drives, and other subsystems. As part of a comprehensive testing and commissioning process, JAI developed a unique program designed to further optimize necessary system performance while documenting key performance parameters. The outcome of this effort has led to a more robust and reliable overall system capable of allowing the monorail to continue successful operations for another 20 years.

The Pearlridge Shopping Center (Aiea, HI) comprises over 170 retail and dining establishments and is the largest indoor, super-regional shopping center in Hawaii. Unique to this development is the overall property configuration: two fully independent retail complexes atop 30 acres of property. The two complexes are linked by an innovative fixed guideway transportation solution based on monorail technology. Having provided outstanding shuttle service for decades, the monorail system recently underwent a comprehensive rehabilitation program under the technical and procurement management of JAI. Serving as the client representative, JAI was tasked to perform complete professional services which included strategic technical planning, system procurement management, and project oversight. This paper presents both challenges and opportunities faced by the project management team, system vendor, and owner and summarizes the unique integration of modern subsystems resulting in the extension of the operational life of this unique system.

The manless VAL (Automatic Light Vehicle) system was designed during the seventies, developed by Matra Transport (currently Siemens SAS IMO) and inaugurated for the first time in Lille in 1983. It is an entirely automatic system ("manless") and requires no drivers or attendants on board of the vehicles or in the stations. The vehicles are operated automatically and the whole system is supervised from a control centre. The VAL system ensures a high commercial speed at 32 km/h, allows a top speed at 80 km/h, which reduces the waiting time in stations to approximately one minute at peak hour. In Lille's metro lines, the station platforms are designed to be accommodated trains 52 m long. Currently, only 26 m long the platforms are used by single a VAL unit (two linked cars). To satisfy the passenger demands and to increase the capacity of the system, LMCU (Lille Metrople Communauté Urbaine, the owner of Lille's VAL system) launched an initial study to analyse the capacity of the system operated with single VAL units (2 vehicles, 26 meters long). This study showed that the lille's metro line 1 will be saturated in year 2015 and there is an urgent need to operate the network with vehicles 52 meters long. In 2010, the LMCU conducted the renovation plan in order to: (1) Develop a new control command subsystem. (2) Put into service a new Rolling Stock. (3) Equip all platforms station with necessary elements for operation of vehicles 52m long. (4) Increase the accessibility of PRM (Person with Reduced Mobility). (5) Deal with some obsolescence problems. This paper deals with the requirements of this important renovation in terms of operation, innovation, safety and accessibility. After a short description of the VAL system and its current operation principles, the operation and safety requirements in connection with the renovation process will be highlighted. The method used to conduct this renovation process and to guarantee at least the equivalent safety level to existing lines will be developed and explained.

Measuring the performance and availability of Automated People Mover (APM) Systems is an important and necessary process that can be used to assess how well the system meets the Operations and Maintenance (O&M) service contract requirements and can be used to determine how well an APM System provides service to its passengers. This paper will discuss the many factors to be considered in order to assess the performance and availability of APM Systems.

Unmanned metro have shown since their beginnings that occasional or predetermined services adaptations are easily made to adapt the services to expected or in real time unexpected demand variations. Now the biggest metropolis have a growing development of night life, and several important night bus services have been created to provide adapted services, but with rather unattractive headways to keep the costs as low as possible. The aim of this paper is to emphasize the possibilities for new lines of urban unattended metro in great metropolis to offer at a relatively low cost regular full night services (24 hours / 7 days) with headways attractive enough to be well adapted to the night life in big cities, but if - and only if - the necessary specifications are included in the very first RFP made for theses metro lines. Therefore a strong political vision with a realistic future insight will be necessary as soon as the need for new urban metro lines appears in order to be able to include these full night attractive services from the beginning in the project's specifications.

Transport companies have known a very fast growth during the last decades. This growth was however not shared by all the types of transports, in particular urban guided and railway transports. The European Union wishes to reverse this tendency and develops therefore strategies in order to increase, in the future, the traffic and the number of passengers. This implication of the European authorities rests on the means mobilized in various research projects and more particularly in the MODSAFE project which highlights the problems related to incidents/accidents databases for guided transport systems [0].

Development of automated metro in the world fundamentally changes design and management of transport infrastructure. It opens a new technological and functional dimension, expressed by technical and modern design. This design emphasizes attention to safety that control systems and computer-aided progress have enabled. There are also spaces that accompany transport, influence the rhythm of live of customers. And that is the question raised by the automated metro: what usage, what services expectations, what message, what values for stations of the future? That is right now the question of Greater Paris' project. OSMOSE is the proceding demonstration of RATP's proposal for the station of the future facing rapid urbanization, necessity to confine urban sprawl and promote a vision that reduce congestion and gas emissions.

The successful completion in Oct. 2002 of Phase 1 of the first driverless Metro in Copenhagen and the completion of the subsequent Phases as well as a successful operation was the necessary step for receiving a parliamental approval on June 6'th 2007of the next driverless system: Cityringen. Based on "lessons learned" from the Metro and the safety concept for Cityringen the paper gives a brief concept of how to achieve a Safety Certification from the SRA — Safety Regulatory Authority using an ISA — Independent Safety Assessor. The involvement of the ISA is different for the two projects, on the Metro the ISA started after signing the supply contracts, on the Cityringen the ISA started much earlier at the beginning of the tender specification. We will look at (1) the Background, (2) the Organisation, (3) the Process, (4) the Tools, (5) the experiences from Cityringen.

The aim of the study is the identification and the quantification of the effects due to operation irregularity and the appreciation of benefits due to automation. The present state of regularity of line A of Rome's metro is analysed. A methodology based on the analysis of the actual operational data is applied. The main goal is to define, through the quantification of some representative parameters, the state of the present operations. The second step is the definition of all causes of irregularities. This analysis allows to obtain the incidence of human actions on traffic quality both for lines and stations. Finally possible actions towards automation are defined, applying them gradually from the present situation, ruled by traditional operation (with driver and under human control and supervision), to the situation with complete automatic driving and control. The simulation allows to evaluate the results of automation.

Barcelona, the capital of the north east region of Spain - Catalogna, is home to around 3.2 million people, Barcelona relies heavily on public transport for their daily commuting. The existing metro network comprises five urban lines and two interurban lines. The Line L9 line, of which first section was opened to public will soon become the backbone of the Barcelona's public transport system, crossing and connecting to strategic transportation hubs. Early March 2003, GISA awarded Siemens Mobility and its consortium the contract for equipping the line 9 with CBTC for driverless train operation. The CBTC system will equip 50 trains with steel wheels running on 42 km of line. The paper provides an overview over the CBTC contract.