Automated People Movers and Transit Systems 2013: Half a Century of Automated Transit—Past, Present, and Future

APMs have helped meet the evolving passenger mobility needs at major international airports for over 40 years. Since the first APM implementation at Tampa in 1971, APMs' mobility capabilities have improved in terms of speed, capacity and frequency. These improvements have allowed airports to grow in size and still meet the level-of-service requirements of the traveling public. With a number of airports approaching passenger volumes of 100 million annually, the demand for the high-quality mobility service provided by APMs has never been greater. This paper documents the technical improvements of the APM technology over the past 40 years and correlates these mobility improvements with the increases in airport annual passenger volumes. APMs are placed into the context of the range of technologies that serve today's major airports mobility needs. The use of APMs at airports in a growing number of world regions is also detailed. Finally the paper looks at potential future improvements to the APM technology that will allow airports to handle annual passenger volumes far in access of 100 million. APM Conference topics covered in this paper will include: 1. History - past experience and lessons learned; 2. Airports - assessment of newly implemented projects; and 3. PRT - status of on-going and planned PRT projects at airports This paper should benefit the professional airport and transport community by defining the historic relationship between airport's internal transport systems and the airport's annual passenger volume and to see what that relationship may mean for the future.

The first airport APM was placed in service at Tampa International Airport in 1971. Airport APMs at SeaTac and Dallas-Fort Worth followed in 1972 and 1974, respectively. Today there are 46 airport APM systems in operation world-wide, and several are under construction. The PHX Sky Train^TM is the latest to enter passenger service. Although there have been many challenges over the past four decades, APMs are in the mainstream of airport planning, design, and operation. They are recognized as an acceptable and effective technique for overcoming the large scale of high-capacity airports. This paper/presentation will trace the history of the development of airport APMs, discuss current status, and look into the future. Included are first person accounts of pioneers in the development of these early systems. What will be the future role of APMs as air travel continues to grow, and how might APM technology evolve?

The PHX Sky Train is an extremely challenging and exciting project. Appropriately planning for a project of this magnitude required a "Planning Partnership" between the airport staff and the consultant design team. This paper focuses on the planning efforts and highlights improvements to the planning process, resulting in increased support for the PHX Sky Train design. This paper summarizes the planning activities leading up to the selection of the APM alternative. A multi-modal simulation tool replicated the existing airport landside and evaluated alternatives. The calibration process essential in establishing the basis for the partnership and consensus building on the planning efforts for APM alternatives is discussed and presented. Alternatives, both with and without the APM system, were evaluated addressing specific challenges unique to PHX. The results were tailored to meet the airport's specific need of communicating across a large and diverse audience. The paper concludes with lessons learned and benefits realized.

Phoenix Sky Harbor International Airport serves more than 100,000 passengers per day with 1,500 flights per day and a daily economic impact that surpasses $90 million for the Phoenix metro area. PhoenixSky Harbor International Airport takes pride in meeting the needs of the region's thriving population, and planned improvements will add to its ability to remain America's Friendliest Airport^TM. Sky Harbor serves nearly 40 million passengers every year. To keep pace with the Valley's growth, Phoenix Sky Harbor Airport will need more terminal space and parking, better roads, airfield improvements, and options for moving people and airplanes around the airport more quickly. The PHX Sky Train is an integral part of the Airport Development Plan.

The O'Hare Airport Transit System ("the ATS") is a landside automated people mover (APM) that has been serving all four passenger terminals and Economy Parking Lot E at Chicago's O'Hare International Airport since 1993. The ATS operates 24 hours per day, seven days per week throughout Chicago's extreme weather conditions. In support of the successful O'Hare Modernization Program and the projected future growth of the airport, the ATS will be expanded with an extension of the alignment from Economy Parking Lot E to Economy Parking Lot F, the addition of a new station at Lot F, a fleet expansion, and expansion of the existing maintenance and storage facility (MSF). This paper will present a description of the primary drivers of the ATS expansion, which includes the addition of a new runway (9C-27C) and the implementation of the new Joint Use Rental Car and Public Parking Facility in Lot F, and how the ATS is affected and contributes to each of these elements. The paper will discuss how the ATS continues its longstanding contribution to sustainable ground transportation at ORD, both historically and for the future new facilities' configurations at ORD. The paper will also discuss aspects of the overall ATS expansion, including the existing north terminus of the ATS in Economy Lot E, the new station in Economy Parking Lot F that will be incorporated into the Joint Use Rental Car and Public Parking Facility, as well as expansion of the fleet and MSF to accommodate the immediate and future growth in demand.

The Sacramento International Airport (SMF) APM is a dual-lane shuttle that connects the new Central Terminal B Landside and Concourse B buildings. Planning started in August 2003; preliminary design of the system and the buildings began in October 2006. The procurement process started in 2008 and resulted in a short list of four firms and technologies. The Sacramento County Airport System (SCAS) and the Sacramento County Board of Supervisors selected the APM contractor, Bombardier, in June 2008 for this design, supply, operate,and maintain contract. The terminal and APM were scheduled to open in early 2012, but actually opened in October 2011. Final acceptance was gained in June 2012. A paper about the planning, design, and procurement process ("The Sacramento International Airport APM" by Baumgartner and Moore) was given at the ASCE APM Conference in 2009. Another paper in this Conference ("Delivering the INNOVIA APM to Sacramento International Airport"by Brandon Kameg and Glenn Morgan) provides more information about the project and system. This paper summarizes aspects of project implementation and initial operations and maintenance periods focusing on lessons learned in the process of: 1. Shortening the schedule by a few months 2. Dealing with two airport facility designers, two program management teams, two design-build contractors, airport and county staff, and other stakeholders and participants 3. Dealing with a state regulatory agency that had approved only one APM system previously 4. Helping an airport owner prepare for the operation and maintenance of a new and must-ride infrastructure element of a terminal building 5. Managing the equipment, the human resources and training airport, airline, TSA and concessionaire staff needed for APM operations; including adjustments for actual ridership and timing as opposed to that estimated during the planning process.

Sacramento County International Airport (SMF) is commonly referred to as the "Gateway to Northern California" with its close proximity to Lake Tahoe and Napa Valley. It is used by many major airlines to service U.S. cities and international destinations. SMF has seen growth on average at times of 4% a year and has recently undergone the largest capital improvement project in the County's history known as the "Big Build." To support this growth, new terminal and airside concourse have been built, along with a connecting and elevated APM shuttle service. To support the $1.04 billion SMF "Big Build" modernization program, Bombardier designed and supplied the driverless INNOVIA APM system as the vital dual lane link between the new concourses. The APM scope of supply includes vehicles, BOMBARDIERCITYFLO 650 automatic train control, power distribution, communications and station platform doors, as well as an extended O&M operation. The new state-of-the-art airport expansion opened for passenger service the morning of October 6, 2011. The project came in significantly ahead of schedule as well as under budget. It was a true team effort in conjunction with all of the various partners, as well as the other players associated with the works. It can be considered a model for similar projects of its kind in the current industry environment.

The Satellite Transit System (STS) has been an integral part of Seattle-Tacoma International Airport for almost 40 years. As the primary means of intra-airport passenger movement, including the only passenger access to the North and South Satellite concourses, the service it provides is key to the airport's past, present and future. This service has and must continue to evolve along with the airport; as the needs of the airport, airlines and passengers grow and change over time, so must the STS and its capabilities and amenities. As the Port of Seattle begins work on STS upgrades related to a new landside FIS facility and future expansion of concourses, current technology offers a range of potential advantages. This paper examines key points in the system's history, along with challenges and opportunities for its and the airport's future. Key planning areas include the location of a new landside FIS facility and how it impacts the South Loop, future expansion of concourses with the need for an APM connection, Alaska's upcoming consolidation at the North Satellite and its future expansion, connecting passengers, and the anticipated need for a landside CONRAC connection.

As airports continue to expand, the Automated People Mover (APM) systems which service these airports also need to be expanded. Although a plan and design which anticipate upcoming challenges are important, effective implementation of the plan in a dynamic way is critical to having a successful project. This is especially true when the expansion is taking place at the world's busiest airport and has to be done without interrupting the existing APM service. The Hartsfield-Jackson Atlanta International Airport recently added the Maynard H. Jackson Jr. International Terminal (MHJIT) which required the expansion of the APM system. For this expansion, the installation, the testing and commissioning, and the integration with the existing system were all based on two key principles: 1. Maintain safe, secure and reliable existing APM service. 2. Ensure the MHJIT APM project delivery stays on schedule and budget. The project's challenges included the tie-in point for the new system, maintaining airport security during all phases, and coordinating work between the APM supplier and the construction contractor. This paper will give some background on the unique layout of the Atlanta Airport and the general design of the MHJIT project. It will then step through the implementation and integration of the testing and commissioning of the project to uncover some of the unanticipated challenges and share how they were overcome.

The ULTra PRT system has been in operation at Heathrow airport since April 2011. A survey of passenger satisfaction was carried out in May 2011. The results for this survey demonstrate very favorable passenger response to the new system. Scores for every aspect of the system are positive and, in the majority of cases, very positive. Overall, scores for questions related to the overall service and vehicle are between good and excellent. Scores for access issues, notably the stations, are also positive, but at a lower level. Overall, 96% of all passengers rated the service good or excellent. The highest score was given to image, an average 4.82 on a 5-point scale. Surprisingly, the second-highest score was given to the perception of personal safety. This is encouraging for PRT since it might be thought that passengers would be concerned about the lack of a driver. The lowest score is for ease of finding the Terminal 5 station. However, the survey was undertaken before wayfinding signs had been installed. Comparative results for the transfer bus show a significant improvement in overall scores. Ninety-four per cent of all passengers surveyed perceived PRT to be better than bus transfer; the remaining 6% said they were equal. No passenger preferred the bus. The results demonstrate that PRT is now ready for serious consideration as part of an integrated transport system for airports.

The Mirage/Treasure Island (Mirage/TI) Automated People Mover system is a fully-automated, elevated transit system designed to provide transportation along a single-lane, elevated, guideway structure. The system operates between Treasure Island Hotel/Casino and the Mirage Hotel/Casino. Having been initially commissioned for passenger service in 1994, the system is beginning its third decade of operational life.JAI, working on behalf of Clark County as an approved third-party, has been extensively involved with the engineering development, safety monitoring, evaluation, inspection and audit of this system. Due to the 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 approved Clark County and OEM requirements and parameters. This paper summarizes significant findings, conclusions, and 'lessons learned' through safety audit activities over the last decade. Also included is a discussion of O&M 'best practices' for this and other similar APM systems in Las Vegas developed over the last two decades.

Beginning in 1976, an aerial transit link was constructed to provide service for commuters between Roosevelt Island (located in the East River) and Manhattan at 60^th and 2^nd. In 2008, the Roosevelt Island Operating Corporation (RIOC) decided to modernize the system so as to be able to provide continuous automated service 7 days per week, 365 days per year. Since this presentation will provide details of the planning, design, procurement, construction and operation of the only true urban, aerial cable transportation system in North America, it will provide both transit design professionals and system operators with how a system of this type can be integrated into the larger scheme of a transit network. The paper will detail how aerial cable systems can provide continuous service given the unique needs of the operation and maintenance of these types of systems: (1) how to develop a system selection process for urban aerial cable systems; (2) the difficulties of constructing aerial systems in a congested urban environment and over a river; and (3) the costs associated with these types of transit. Those attending this presentation will better understand how aerial cable systems can provide unique, cost-effective transit solutions for communities that exhibit difficult geographical constraintsof being "islanded" in a larger urban setting.

In 1971, the Premier of Ontario, William Davis, stated that "cities were built for people and not cars" as he announced that the Toronto Spadina Expressway plan would be stopped and that the government would help develop new mass transit systems. During the following year, plans were announced for new transit networks (known as GO-Urban) in Toronto, Hamilton, and Ottawa in which intermediate capacity AGT systems were to be used. Several systems were evaluated, one was selected, and plans were put in place to build a test track in Toronto. A government crown corporation, the Urban Transportation Development Corporation (UTDC), would lead this undertaking. Although the GO-Urban project was abandoned, UTDC AGT systems were built in Scarborough (a Toronto suburb), Vancouver (the SkyTrain), and downtown Detroit (DPM) in the 1980s. In the late 1980s, the UTDC was sold to Lavalin and then in the early 1990s, the company was bought by Bombardier to be part of their transportation division. Through several acquisitions, the transportation division has since become one of the largest suppliers of rail equipment in the world. This paper traces the history and development of APMs in Canada and includes descriptions of the Scarborough Rapid Transit (RT) and Vancouver SkyTrain, as well as systems at the Toronto Zoo, the Toronto International Airport, Expo'67 (Montreal), and Expo'86 (Vancouver), and people mover studies in Niagara Falls.

Generally, the system performance is one of the key aspects for the success of the project. Since an Automated Light Metro (ALM) can be designed to act much like an APM on a larger scale, defining expectations such as top speed and distance between stations etc. is critical to the success of the project. Also, federal requirements such as ADA and Buy America must be accomplished within the system performance requirements. Guideway equipment, like substations and switches, take more room than its APM counterpart. Also, locations are limited by existing infrastucture which causes one to make compromises in such things affecting system performance. Many times, in elevated systems such as the Honolulu ALM, extreme or unusual elevation changes cannot be avoided due to existing utilities or other transportation networks, such as buses and planes. Generally, interfaces to other organizations, such as fire and police, may be more involved and time-consuming to implement. In elevated systems, coordination with street running equipment such as traffic signaling are more simplistic involving system operations, but have to be dealt with eventually during construction. The contract packaging for Honolulu ALM is unique and worth noting in detail. The success of the project lies squarely on the shoulders of the train and system supplier known as the Core System Contractor (CSC). The CSC is packaged in such as way as to provide all the vital systems such as Fare Collection, Signaling, Traction Power, Station Equipment, Operations Central Control and Maintenance Storage Facility fitout. Other contractors are involved to build stations and guideway with the CSC ultimately taking over the entire infrastructure to maintain and operate for a fixed price and a set number of years. The specification for a typical ALM system, such as Honolulu, involved writing a specification which would not limit the Proposers in the ALM arena and focusing on the possibility of a later add on of the system without issues of proprietary designs and obsolescence of equipment. Usually, due to the number of contractosr and designers on the project providing station, facilities and guideway design, a 30% complete design was offered during the request for proposal process. This design also must not limit the Proposers in the local area. In addition, what makes it even more challenging in Honolulu's case was there was only a city organization and not an existing authority such as a Metro or an Airport Authority to lay down exiting standards for design and construction. All this was developed during the procurement, design and construction phases.

The paper examines the prospect of applying automated transit circulator systems for the "last mile" conveyance of passengers between a high-speed rail station and their destination in the surrounding urban district. The characteristics of high-speed rail stations are discussed with respect to their scale, urban context and ridership demand patterns, and the capacity requirements for automated systems to serve in the "last mile" function. Current project work on the Texas DOT Intercity Passenger Rail Ridership Study is referenced, and a discussion of the simulation and analysis methodologies being used in the study are compared to similar methodologies previously applied to study automated guideway transit connector systems in airports. The paper concludes with an assessment of the suitability of conceptual aerial guideway automated transit systems in conjunction with high speed rail stations for each of the main classifications of automated transit technologies.

The Emirates Air Line provides an innovative and welcome new river crossing and an exciting new landmark for London. It is the newest member of the Transport for London family and, rising to a height of 90 meters above the river Thames, provides a unique London experience and offers some of the most spectacular views the UK capitol has to offer. The 1100-m Emirates Air Line is an innovative, urban and new transport link for London. It is the first urban cable car system of its kind in the UK, providing a unique river-crossing linking two key destinations. The Cable Car, with its 34 gondolas, is connecting local communities, improving access to visitor destinations, and speeding up river crossings. It will also encourage further regeneration at The Royal Docks and Greenwich Peninsula. The Cable Car is owned and operated by Dockland Light Railway Limited (DLR), a part of the TfL network. Emirates is the Scheme Sponsor in a 10-year sponsorship deal. The Operations is a unique partnership of world class companies. Each has committed to strive for the highest standards in its industry sector. The combined expertise of TfL, MaceMacro, Doppelmayr Cable Car, Continuum, CUK and Easy Clean is focused on making the Emirates Air Line a unique experience for London and not just a service.

APM code requirements within the Clark County (Las Vegas, NV) environment are continuing to evolve. New sections of the ASCE and NFPA APM codes have been adopted, as have specific safety, liability and responsibility requirements. Having the primary objective of further improving patron safety, their integration (when combined with other standard and code requirements such as those of ASME, NFPA, ASTM, NEC, etc.) have directly helped to form future APM system development within the United States. Additionally, Clark County has recently introduced an approval program for amusement and transportation system fabricator/manufacturers to oversee Quality Assurance/Quality Control manufacturing and fabrication of amusement and transportation to be installed within Clark County's jurisdiction. Several complex systems have recently been commissioned under this program. This paper further explores evolving code requirements within the Clark County jurisdiction.

High quality transportation systems developed by Bombardier Transportation have literally shaped the physical, social and economic landscapes of many cities. From large-scale urban transit networks to fully automated systems at major airports, Bombardier has delivered over 60 transportation systems around the world with an impressive annual ridership of 1.7 billion passenger journeys. Our turnkey solutions integrate Bombardier's full range of expertise, including rolling stock, signaling, operations and maintenance, project management and system integration, underpinned by 40 years of experience in providing and supporting transportation systems. With 62 production and engineering sites in 25 countries, more than 40 service centers at customer premises across the world, and over 100,000 vehicles in operation, Bombardier Transportation is the global leader in the rail industry. Bombardier is also the global leader in providing the highest number of fully automatic, driverless, unattended rail transportation systems in the rail industry. Bombardier provides three types of fully automatic, unattended systems: Advanced Rapid Transit system, Monorail system and Automatic People Mover system.

PRT is an emerging technology with systems and test tracks in operation, under construction, and planned around the world. One aspect of the system that affects the passenger experience and can impact the success of a system is the user interface. The process used by passengers for fare collection and/or destination selection should be intuitive as well as efficient. This paper will review the "human factor" of PRT systems.

This paper will discuss the notion that the traditional concept of an APM can be developed from a simple line-haul system into a fully automated transit network (ATN) using smaller vehicles and more sophisticated control technology. Implicate in this ambition is the need to adopt a robust safety regime, which is not excessively complex or expensive to implement. At the present time, it is believed Vectus is the only vendor in the world offering a rail-based PRT solution which conforms to internationally accepted mass transit and people mover standards for construction and safety. These issues will be discussed within the context of the first commercial project being implemented by Vectus, in Suncheon Bay, South Korea, which will demonstrate the potential of this pioneering technology. Suncheon will showcase Vectus's design-led approach, working with world class partners such as Pininfarina in Italy, and lightweight vehicle engineering using state-of-the-art, carbon fibre composites and a revolutionary new type of space-frame bogie.

Personal Rapid Transit (PRT) is a public transportation mode featuring small, automated vehicles operating on a network of specially-built guideways. PRT is a type of automated guideway transit (AGT), a class of systems which includes larger vehicles all the way to small, driverless subway systems. In PRT designs, vehicles are sized for individual or small group travel, typically carrying no more than 3 to 4 passengers per vehicle. Guideways are arranged in a network topology, with all stations located on sidings and with frequent merge/diverge points. This approach allows for nonstop, point-to-point travel, by-passing all intermediate stations. The point-to-point service has been compared to a taxi. This article concerns the methodology of designing such a system. Works on this type of system are carried out, inter alia, at the Warsaw University of Technology under the project "Eco-Mobility."

Transportation problems of large urban conurbations inspire search for new transportation systems that meet high environmental standards, are relatively cheap and user friendly. The latter element also includes the needs of disabled and elderly people. This article concerns a new transportation system - Personal Rapid Transit (PRT). In this article, the attention is focused on the analysis of the efficiency of the PRT transport network. The simulator of vehicle movement in PRT network as well as algorithms for traffic management and control are presented. The proposal of its physical implementation is also included.

This paper provides an overview of how APMs and other driverless systems integrate with other forms of transit and how they support sustainability and smart growth. Cities today face the challenges of increased traffic congestion and tighter budgets. Urban planners are increasingly facing the demand of planning infrastructure with sustainability and energy savings in mind. Mobility, as one of the key components for urban planning, is increasingly demanded as a result of demographic changes. In addition, the travelling public is more concerned than ever with the environmental impact of their transport choices. Transit users are demanding more integrated systems, user-friendly interfaces and improved services. APM and other driverless systems have played key roles in the sustainable development of airports and cities. This paper discusses how various forms of driverless systems integrate with other forms of transit systems, and why driverless systems should increasingly become transportation solutions for urban planners in the planning of tomorrow's mobility network. Bombardier, as a pioneer of driverless systems, has been enthusiastically embracing these economic and environmental trends. Its products are designed with sustainable mobility in mind. Its R&D is increasingly focusing on those goals. Key features of Bombardier's driverless systems, such as fully automated unattended operation, short trains with frequent service, low weight, optimized energy consumption, high reliability and availability, and the use of recyclable materials all support the goal of sustainable mobility. Various aspects of transit planning such as route selection, transit technology selection, extension/expansion plans, and procurement method all have direct impacts on capital costs, operational costs and energy consumption. Today there are various forms of driverless systems available for policy-makers/planners to choose from to achieve the optimized results that will ultimately benefit customers/citizens.

Calculating the passenger-carrying capacity of transportation systems is an important and necessary process to determine if a proposed system can be expected to meet design requirements related to passenger demand. The analysis and calculation must consider many factors that influence the final passenger-carrying capacity of a transportation system, such as safe separation distance, operational headway, average speed of the vehicles, the vehicle control system design,track alignments, ride comfort criteria, dwell time, and system operating modes. While this paper discusses systems with off-line stations and pinched loop systems with in-line stations, the methodologies discussed are applicable when analyzing the capacity of different transportation technologies and networks.

The following paper provides a simplified measure of the service availability of an APM system, which produces the same results as the more complex measure presently being used by the industry. Service availability can be simply, directly and accurately measured according to only the two parts of the APM system that passengers encounter for service - the trains and the stations. Indirectly, the simplified measure takes into account the reliability of the APM subsystems and components - i.e, trains, train control, traction power, auxiliary power, station equipment, guideways and guideway equipment, etc. Only two types of events are necessary to be counted - downtime of the cars of a train and downtime of station platform doors (or the platforms where there are no platform doors). While the methodology that follows was developed for APM systems it is applicable to all modes of public transport.

Project delivery approaches span from the traditional design-bid-build (open architecture), design-build, design-build-operate-maintain and design-build-finance-operate-maintain. The project scope may include some or all components of the project, i.e. infrastructure and the operating system. A project delivery approach is not "one size fits all"; instead, it is a business decision based on multiple factors that include: (1) scope of work; (2) risks in terms of schedule and costs; (3) legal requirements and, finally, the owner's approach to financing the project i.e. pay as you go, or some form of public-private-partnership. This paper examines key factors in a typical owner's decision-making process when applied to structuring the procurement. Also examined are the implications for the bidders/tenderers and potential approaches that can alleviate risks to provide a cost effective and competitive project procurement.

The Bay Area Rapid Transit (BART) District's Oakland Airport Connector (OAC) project, a 3.2-mile (5 km) APM to link the BART regional rail system to the Oakland International Airport, is now under construction with opening day scheduled for fall 2014. This project is subject to Buy America provisions due to receipt of funding and oversight from the Federal Transit Administration (FTA). The FTA Buy America provisions include: (1) Rolling stock, including vehicles, train control, communications, and traction power equipment: The cost of components produced domestically must be more than 60% of the total cost of the components and all final assembly must take place in the U.S. (2.) Manufactured products, including guideway and guideway equipment, stations and station equipment, and maintenance facilities and maintenance equipment: 100% must be produced in the U.S. Seven separate certificates for each end product were required as part of the proposal. While Buy America provisions are used for many transit projects throughout the country, this was groundbreaking as one of the first examples for an APM project. In addition, the system's supplier, Doppelmayr Cable Car (DCC), part of the Flatiron / Parsons Joint Venture (FPJV) that was eventually awarded the contract, provides a cable-propelled system, adding complexity to the definition of the rolling stock components. This paper discusses the preparations leading up to the FTA required pre-award review and current status of compliance with the Buy America requirements. The FTA required pre-award review for vehicles, which was performed in fall 2009. There was ongoing discussion between FTA and BART regarding the definition of vehicles. With DCC cable system technology, the vehicle is actually just the shell, with the propulsion motors located at the maintenance facility. For the audit, BART's position was that the vehicle definition could include the wayside propulsion system and braking equipment. FTA was not in agreement with BART's position, and the audit was revisited. DCC showed 98.2% in their pre-award review, far exceeding the Buy America requirements. As the project progresses, DCC is providing quarterly updates with actual cost information. The latest update shows compliance with Buy America requirements for all seven end products. FTA also requires a post delivery review to be performed. This is scheduled for late fall 2014.

In 2012, the four-year European Commission Projec,t "MODSAFE", presented its final results. Twenty-two Urban Guided Transport Operators (London Underground, RATP Paris, Metro Madrid etc.), System Suppliers (Alstom, Bombardier, Ansaldo) and other institutions (TU Dresden, Budapest University, TÜV Rheinland, UITP, UNIFE) had established a Safety and Security Model for Urban Guided Transport Systems including Metros, Lightrails, Tramways and APMs operated in four Grades of Automation, from Line of Sight driving to completely unmanned operations. The basis of the Safety Model is a complex System Hazards and Risk Analysis, including over 1.000 entries and containing all train control-related potential hazards, but also hazards related to environmental effects, operations and degraded modes situations. In order to control and cover the hazards, a train control-oriented MODSafe Functional Model had been agreed, including some 70 detailed functions in close coherence with the IEC62290 standard. Since the safety-related functions are built up by physical entities, a MODSafe Object Model has been researched and agreed, containing a list of generic constituents of train control architectures. In order to derive adequate safety requirements, two different safety requirement allocation processes had been performed for every individual function and the result checked for consistency. The Safety Requirements are ultimately linked to a Tolerable Hazard Rate (THR) and presented as a Safety Integrity Level (SIL) for every function. As a final result, the Safety Requirements/Safety Attributes are allocated to a spreadsheet between the safety-related objects and the safety-related function for every Grade of Automation (GOA) 0-4. The paper presents the rationale of the project and its results, as well as an outlook of the applicability and further possible works.

Operational performance and security of Automated People Mover (APM) systems, especially at airports, are becoming more and more important. Many APM installations serve large parts of an airport, such as terminals or parking lots, but also run from security to non-security areas. Today, mostly manual visual inspection, either on-site or remote from the operation control center, is used to check the status onboard the vehicles. This relates to the emptiness from passengers, e.g.,before entering the depot area, up to an estimation of the passenger load onboard. With the presented Empty Vehicle Detection video analytics module, the security of the APM system, as well as the airport, can be increased. Vehicles can only travel to restricted areas if they are confirmed empty. The estimation of the number of passengers onboard can help optimize operational benefits. In case vehicles are too crowded or hardly occupied at all, additional trains can be put into service or some trains can be removed, respectively. This helps improve operational performance of such APMs by either providing additional capacity or reduce costs in case of saved trips. This paper presents the two video-based approaches to automatically detect the number of people onboard the train and report this status to a control center.

The purpose of this paper is to provide a brief historical perspective on powering APMs and a practical guide for owners, operators, contractors, and consultants for the selection and life-cycle management of power rail systems for APMs. Over the course of history, numerous methods of propulsion have been applied to people movers - automated and non-automated. Some technologies have stood the test of time providing safety, reliability and cost-effective operation, while others have gone by the wayside for a variety of reasons. This paper will start with a brief look at the pros and cons of three early people movers (only one truly automated.) The author offers these examples to convey the necessity of a systems approach to the application of modern power rail systems for APMs.

Siemens offers infrastructures and intelligent power-management solutions that allow towns and cities to reduce their environmental footprint and to improve quality of life for their residents. Among the broad Siemens' transportation portfolio, our APM solutions - first implemented in France in 1983 and now in operation on 12 different airport or urban mass transit lines worldwide - bring significant contribution to energy savings. Thanks to our Val, Cityval and Airval systems, we provide mass transit operators and authorities, as well as airport infrastructure managers with efficient, proven and eco-friendly transportation solutions. The purpose of this paper is first to explain the energy consumption chain for an APM. It includes a presentation of the solutions we have integrated in our product lines, Airval and Cityval (Siemens' state-of-art APM solutions resulting of the Neoval R&D program): system operation, vehicle performance and components. Second, we will present solutions successfully implemented by Siemens to optimize energy consumption on existing metro lines: coasting mode, as for instance designed for Paris metro line 14 with Siemens' CBTC and which results in an average energy saving of 16% ; and regulation of train dwell-time, which has been implemented on the 1^st metro line of Torino operated with a Val 208 APM system with a saving of 3 300 MWh per year.

Environmental and economic trends are driving transit system authorities to reduce system capital costs and identify opportunities for operating efficiency improvements. The factors driving these trends include rising energy costs and tightening public budgets. Operators face the challenge to select the appropriate technology and mode of operation that will provide peak performance, lowest operating cost and the smallest environmental footprint while minimizing energy consumption. As a case study, Bombardier performed a detailed feasibility study for a very complex transit system. Using its EnerGplan simulation tool, the Energy Management Team conducted an annual energy-consumption baseline analysis, which agreed with actual field measurements. Then performed a detailed analysis to determine the optimal EnerGstor solution required for this system and quantify the potential annual energy savings and reduction of CO² emissions.

As network technology becomes increasingly prevalent in the marketplace, Bombardier has been adapting to capitalize on the benefits of integrating systems onto a common backbone. Each system individually has become more versatile in the process of this migration. High bandwidth wireless systems are used to connect the wayside and vehicle networks together. This effectively extends the benefits of the wayside networks to the vehicles. Advanced data collection, monitoring, and functionality are now readily available. Two-way passenger calls are digitized and transmitted over wireless networks. This is first demonstrated on the Phoenix Sky Train project. Likewise, high quality CCTV video streams can be sent through this same wireless network. And finally, advertisements, Passenger Information, flight information, news tickers, etc can be sent over the same wireless network. It can then be displayed on bright LCD panels inside the vehicles as demonstrated on the Bombardier INNOVIA APM 300 platform and several other Bombardier projects. This paper summarizes some of the challenges overcome with developing and integrating these systems together.

Bombardier's INNOVIA APM 300 body structure has been designed to meet the structural requirements of ASCE 21 Automated People Mover Standards - Part 2. The body structure consists of an aluminum roof, floor, and side wall panels. The roof and floor panels consist of aluminum extrusions continuously joined by the Friction Stir Welding (FSW). The FSW process has many benefits in joining aluminum; however, it was difficult to quantify these advantages using existing analysis methodology and design standards. This paper: 1. Discusses the criteria applied to FSW joints based on existing design standards (ASCE 21, Aluminum Association Design Manual); 2. Compares Innovia APM 300 floor and roof panels to previous APM designs; 3. Discusses the benefits of the FSW process as applied to the Innovia APM 300 design using Bombardier's experience along with academic research and industry consensus; and 4. Explores how the maturation of FSW standards and design criteria could increase margins of safety for the Innovia APM 300 design and result in more efficient body structure designs in the future.

Bombardier's INNOVIA APM 300 vehicle has been designed to meet the fire test standards as outlined in NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems, 2010 Edition. Qualification of this design included a fire endurance test in accordance with ASTM E119 performed on a representative sample of the floor structure with a vertical test load including a passenger crush load. NFPA 130 2010 requires that Automated Guideway Transit (AGT) vehicles endure this test for at least 15 minutes while all other passenger carrying vehicles must last for 30 minutes. The Innovia APM 300 vehicle has been tested in two different configurations to meet both of these requirements. The 30-minute configuration included additional fire protection on the underside of the floor structure to endure the ASTM E 119 furnace temperature profile for the additional 15 minutes.

Bombardier Transportation Divisions, Systems, and Propulsion and Controls, as part of the INNOVIA APM 300 vehicle development, are developing a new propulsion system to drive two AC traction motors from 600VAC, 3-phase track power rather than two DC traction motors, as is the applied technology on our legacy APM 100 products (formerly CX-100). The new propulsion technology, consisting of two independent line converter/motor converter pairs, is referred to as the "AC/AC" propulsion system. The resultant INNOVIA APM 300 AC/AC car, offers many improvements to our customers, such as, propulsion redundancy for improved availability, improved performance from better power factor correction methodology, reduced energy consumption from regenerating braking energy back into the mains power source, and a top speed boost to 50mph (80kph) from the 34mph (55kph) maximum previously ever deployed with the APM 100 system. This paper summarizes the key development efforts of the new AC/AC propulsion system, and provides a comparison of features against those of the legacy APM 100.

It has been debated which of the APM/ATS major subsystems, Rolling Stock or Automatic Train Control (ATC), is most critical to project delivery; when in fact, it is neither. In truth, the critical element is not the subsystem itself but the successful integration of the two along with the other key system components from PDS (Power Distribution System) to fixed facilities to fare collection. Without particular attention and effort by owners and suppliers as to how the various components physically and functionally interact as a comprehensive system, the end result could range anywhere from significant project delays to unacceptable safety conditions. Growing trends in the transit industry are adding to the already existing complexity of system integration. These growing trends include changing requirements. Just as technical requirements are becoming more and more onerous, so too are commercial requirements; in particular, project schedule. Owner-required shortened project design-build lifecycles are resulting in less time to thoroughly account for all subsystem interfaces. Another aspect to be explored occurs in brown field applications when 21st century technology must replace (or even interact) with non-compatible, decades old equipment still in operation. Finally, as the economy becomes more and more global, so too does the APM/ATS industry. The "one stop shops" for APM/ATS systems are being replaced by multiple sub suppliers from various parts of the world. As a result, system integrators must ensure that all parties are "speaking the same language" in terms of commercial and technical terminology as well as business and ethnic culture. These changes have had a substantial impact on the integration efforts required on any given transit project. This paper will examine the pitfalls that accompany these growing trends as well as the methods and practices that can help avoid them.

In 2009, Bombardier Transportation Systems Division ("Bombardier") embarked on a development project that was initially designated as the "APM Platform Convergence" project, later to become known as the INNOVIA APM 300 project. The challenge from division management was to look at our two existing Automated Peoplemover (APM) platforms, namely the CX 100 and Innovia systems, and determine if the platforms could be combined to maximize synergy, improve performance and reduce overall system cost. Product management principles were employed in comparing the two platforms. It was desired to maintain the cost saving design aspects of the Innovia platform, while also providing the ability to introduce new technology to our existing CX-100 customers and not void their wayside infrastructure. The work over the last three years has culminated in the development of the INNOVIA APM 300 vehicle platform. This paper summarizes the key development efforts of this new platform, and compares its performance and design features to previous Bombardier APM platforms.

The Morgantown Personal Rapid Transit (MPRT) system is an automated people mover system that provides non-stop origin-to-destination service among the separate campuses of West Virginia University and the Morgantown Central Business District. The system opened in 1975 and was the first large scale Automated Guideway Transit system in the United States. The MPRT is a vital piece of the University; without it, students would be unable to take classes on the adjoining campuses. The Morgantown system meets most of the classifications of a PRT: it is automated; it responds on customer demand; and it provides direct origin-to-destination service. However, the Morgantown vehicles can accommodate up to 20 passengers, which the industry considers to be too large to be Personal Rapid Transit. Nevertheless, the Morgantown system is the only transit system in the U.S. that has achieved the operating characteristics of a PRT system. After nearly 37 years of operation, the Morgantown system is due for an upgrade. On the existing system, communication with the train is achieved with inductive loops, or cables, that are embedded in the concrete running surface. Over the years, these loops have begun to deteriorate, which has adversely affected the reliability of the system. An investment in an upgraded train control system was recommended to sustain operations in the long term. Replacing the existing communication loops was determined to be infeasible due to the cost and the impact on operations. The University has elected to implement radio-based train control, or CBTC, while still maintaining the operating characteristics of the existing system. A radio-based communication system eliminates reliance on inductive loops, thereby improving the availability of the system while also lowering the maintenance costs. This paper describes the Morgantown PRT system, the benefits of upgrading the MPRT with a CBTC system, and the challenges that the train control contractor is likely to face.

The Signals and Train Control Division of the Capital Program Management Department of New York City Transit has embarked on a project that will develop, demonstrate and certify interoperable elements of Communications-Based Train Control (CBTC) between two prequalified suppliers, Thales and Siemens. CBTC interoperability requires that the equipment from one supplier, for both the wayside and train, fully function and interface with the corresponding equipment from another supplier in all combinations, i.e., Siemens train equipment with Thales wayside, and Thales train equipment with Siemens wayside. Developing a standard, to which all suppliers of CBTC systems must design, will not only identify the interoperability requirements, but also the interfaces, particularly those elements being provided by the Authority that define the radio and transponder interface. Safety certification will also be an important outcome of the demonstration.

This paper summarizes the challenges that are encountered when modifying an existing transport system. Such challenges include replacing and/or upgrading obsolesced components, adding vehicles and platform doors to existing infrastructure, upgrading and extending electrical systems, as well as improving the functionality of several diverse sub-systems (i.e. rope relocation devices, Closed Circuit Television [CCTV], in-cabin passenger information screens, platform Personal Information System[PIS] displays, vehicle suspension). It is important to note, that system improvement should be considered as a periodic event through the lifecycle of an Automated People Mover [APM] in order to ensure a high level of operational reliability and maintainability.

In 2004, RATP officially launched the process of automation of the Line 1, its oldest metro line and the most crowded with an average of 750,000 passengers a day. Seven years later, on 3rd November 2011, the first driverless trains are carrying passengers along with manually driven trains during revenue service. This period of mixed train traffic will continue up to the beginning of year 2013, when the whole Line 1 will be a fully driverless metro line. As evidence, six months after the first driverless train, more than half of the rolling stock fleet daily operated is made of new driverless trains.

Investment in an APM System is a critical venture to enable user-friendly transportation now and in the future. The infrastructure of an APM System is a key cost component and is comprised of many considerations for APM System elements. The infrastructure must be carefully planned within a given project, followed up by thorough and effective design, plus construction/installation to successfully execute and complete a project. Of the points raised above, how does one effectively make the 360-degree connection amongst planning, design and construction/installation, for the said infrastructure? Well, it starts with System-oriented thinking, i.e. one cannot design a System without bringing many elements to the table. For example, to design a conventional highway bridge infrastructure that carries APM System may not adequately address a number of other issues such as: lowest cost, ride quality, noise abatement, public perception, System equipment placement, etc. What is the primary guideline for design as numerous entities come together to plan and produce a System? Understanding the key System components, as well as the longer term operation, plus maintenance of the key System components becomes critical in the pursuit of effectiveness. Producing a like other project design for the infrastructure does not necessarily bring best value or long term sustainability to the table. Where to start? We believe that it is critical to engage the APM System supplier(s) early on in the entire planning process continuing through the design processes in an effort develop best practice to deliver an effective System. The paper as presented here will focus on two main areas: 1. Planning/Designing and System Design Criteria; and, 2. Examples of Execution and Operations - Beyond Planning/Designing and System Design Criteria.

The PHX Sky Train will transform Phoenix Sky Harbor International Airport's landside transportation system by creating an efficient, easy-to-use transit system that connects people to all key airport facilities as well as the regional transportation system. In addition to moving people, the system was also designed to enhance the airport and the local community in the following areas: 1. Aviation Operational Enhancements programmed into the stations that include: early bag check; remote ticketing/check-in; passenger counting; station expandability for terminal services. 2. Aviation Facility Enhancements that include: future expandability; low maintenance finishes; guide way carries power and communication backbone for the Airport; automated building controls. 3. Multi-Modal Enhancements at stations including: regional light rail connection; ground transportation center; pedestrian and bicycle facilities; employee parking 4. Community Enhancements, including: a LEED certificated campus; significant traffic congestion reductions; urban redevelopment; integrated art program; and transit oriented development considerations.

The PHX Sky Train will serve passengers getting to and from the Phoenix Sky Harbor International Airport (Airport) from the City's light rail system, between terminals, parking facilities and eventually to the Rental Car Center west of the Airport. To do this, the train guideway must cross over and under taxiways, through Runway Protection Zones (RPZs), across railroads, pass over existing pedestrian bridges, and connect to existing terminal buildings through a very congested and narrow corridor. Finding the right guideway alignment and station locations to best serve Sky Train users, while minimizing costs and maximizing ridership, was an extremely challenging process. This paper reviews some of the constraints and alternatives that were considered during the guideway alignment development, including preliminary plans to tunnel under Terminal 4 and Terminal 3 and why the Airport ultimately decided to cross over Taxiway R instead. The paper discusses the interesting challenges associated with determining the best alignment for the PHX Sky Train, including the crossing of Union Pacific Railroad (UPRR), utilizing the SR-153 roadway corridor, impacts and enhancements to the East Economy Parking, crossing Taxiways R, S, and T, and connection points to each of the Terminals. The alignment development was heavily influenced by the Airport's desire to increase ridership, remove buses and traffic from the airport roadways to relieve congestion, and to provide excellent customer service. The paper concludes with a brief look ahead to the upcoming design challenges associated with extending the train alignment to the Rental Car Center, which will be the largest driver of passenger activity on the system.

The PHX Sky Train System began construction in mid-2009 and is positioned to begin passenger service in the first quarter of 2013. During the construction of the guide way running surfaces, contractors developed construction methods to improve efficiency of construction and maintenance of construction tolerances. This paper addresses the means and methods employed in the construction of the vehicle running surfaces, fixed guide beam(s), guide beam pedestals and related components for the Stage 1 system. In addition, the paper will discuss how these creative means and methods combined with diligent quality control procedures work seamlessly together to achieve simple, scalable and repeatable manufacturing and construction, improved ride quality and cost effectiveness compared to previously implemented methods. Finally, the paper will highlight the testing and verification process used to confirm compliance with the ride quality standards and related system documentation.