Automated People Movers and Automated Transit Systems 2018: Moving to the Future, Building on the Past

The existing West Rail Line light rail transit (LRT) deployment in Denver, USA, is compared with the results that could reasonably have been expected had the deployment been accomplished using group rapid transit (GRT) or personal rapid transit (PRT) technology that is currently commercially available. In addition, results based on high-speed and capacity PRT (HSCPRT) technology, expected to be available soon, have been evaluated. All GRT, PRT, and HSCPRT solutions result in shorter trip times and higher ridership than the LRT system. With the PRT and HSCPRT systems the increased fare-box revenue is sufficient to cover operating and maintenance costs as well as amortized capital costs. In addition to attracting additional riders, the higher speeds of the HSCPRT system also result in relatively fewer vehicles being needed. The high capacity aspects of the HCPRT system are probably needed to serve the increased ridership.

Over the last decade, the shifting trend in the fewer miles driven combined with the millennial’s acceptance of multimodal transportation choices calls for a paradigm shift in how we move people. Although the term mobility is commonly referred to individuals with disabilities, this paper presents a systems framework that redefines mobility. It is an inclusive paradigm that aims to meet the mobility needs of all citizens including disabled individuals. Also, presented is a conceptual illustration of a decentralized mobility district (DMD) operational at Morgantown, West Virginia.

This paper presents a case study on the ongoing development of the air-propelled Aeromovel System used in the dynamic urban setting of Canoas, Brazil. The 18-km dual lane system will consist of nineteen married-pair vehicles and twenty-five stations with one transfer point to the local suburban rail. This paper addresses the general characteristics, challenges involved, and expected results of this innovative project.

After more than 25 years of modeling PRT systems, and PRT operations strategies, such models are now being adapted to shared autonomous taxis (aTaxi). Although control principles differ significantly, strategies for ride-sharing and empty vehicle management are similar. A micro-simulation modeling suite for aTaxi is being developed from scratch based on the principles of PRTsim which has previously been applied to some 50 networks. A case study was made in French Saclay outside Paris. Operations strategies are compared with respect to fleet requirements and service level.

The Harbour Island People Mover was an automated guideway transit people mover service used to carry visitors between Downtown Tampa and the Harbour Island development project across the Garrison Channel. Service began in June 1985 and President Ford participated in the opening of the development and was a passenger on the inaugural ride. The People Mover was manufactured by Otis Transportation Systems and ran on a 2,500-foot elevated concrete guideway between a shopping center on the island and a parking garage adjacent to the downtown. Although the privately owned system opened to much fanfare, ridership remained low and operating costs grew. In subsequent years, there were efforts by the developer, Beneficial Corporation, to sell the system to the Hillsborough Area Regional Transportation Authority (HART). Operations ceased in January 1999 and the guideway was demolished within the year. As part of the settlement agreement for closure, money went into an endowment to be used for the operating costs on the new TECO vintage streetcar line which operates today. This paper/presentation explores the history, characteristics, operations, and lessons from this exciting Tampa people mover project.

Aeromovel is a non-conventional steel-wheel steel-rail automated people mover (APM). The operation principle relies on a pneumatic propulsion system based upon the use of blowers that insufflate pressured air inside a duct formed by the box girder of the elevated track. The Aeromovel braking system is a blend of its primary wayside pneumatic brake, accomplished by the use of its unique propulsion principle, and secondarily, by the vehicle onboard anti-lock friction brake for precision stop and redundancy. The work presented in this paper demonstrates a novel control strategy for the pneumatic braking that aims at further improving its behavior and accuracy. The new braking scheme is based on suitably throttling the so-called atmospheric valves (AV) in on-off control actions. The strategy is based on the definition of a desired trajectory (velocity and position) with respect to state space and in pursuing this trajectory by a fitting behavior of such valve, forcing the vehicle trajectory to converge to the desired one. This strategy is known as sliding mode control. In this paper, the design of the control algorithm and the simulation results using a comprehensive model are presented and discussed, showing the effectiveness of the proposed braking strategy.

Cable-driven automated people movers (APMs) are complex, dynamic systems that are comprised of many critical rotating components such as bearings, gears, shafts, and line sheaves. Consequently, these systems are susceptible to a number of faults such as bearing failures, shaft misalignments, or gear tooth deterioration. Due to the continual operative nature of many APM systems, downtimes due to faults or superfluous maintenance can result in significant economic losses. Recently, preventative maintenance strategies have become an attractive alternative to traditional run-to-failure or scheduled maintenance strategies. Condition-based maintenance is a preventative maintenance strategy that works by detecting incipient faults within the critical components of a system through the identification of anomalies within condition indicators extracted from their vibration signatures. A fault is detected when a condition indicator exceeds a prescribed failure threshold. Traditionally, these failure thresholds are based on historical precedents or failure data obtained from similar specimens. However, due to their longevity and bespoke construction, many APMs lack the historical failure data required to define these failure thresholds in the traditional way. In this paper, an automated CBM framework developed specifically for a cable-driven APM gearbox is presented. The framework utilizes a state-based Gaussian mixture modeling approach to account for variations in operating conditions resulting from frequent start and stop phases, variations in passenger load, and fluctuations in cable tension, among other variables. Failure threshold setting is accomplished using a hierarchical Bayesian approach, which utilizes past and present data to set thresholds that adapt to changing health state of the machine over its lifespan. In addition to real-time monitoring, the proposed framework utilizes the collected data to model the degradation of the system in order to generate an estimate of its remaining useful life. The combination of short-term preventative maintenance (real-time fault detection) and long-term predictive maintenance coupled with automation, makes the presented approach a highly efficient tool for maintenance planning.

In 2017, the LINK automated people mover (APM) at Toronto Pearson International Airport transported an average of 24,000 passengers per day—a 20% increase in passenger traffic from 2015. To increase operational service levels, preventative maintenance optimization (PMO) initiatives were undertaken in 2015 and 2016 in coordination with the APM owner, manufacturer, and the O&M service provider. The initiatives were designed to increase the overall day-to-day operational run-time of the LINK system while maintaining existing levels of safety and reliability. This paper uses the LINK APM system as a case study to discuss the requirements for successful PMO implementation, which include inter-organizational communication and cooperation, reliability-centered maintenance strategies, and due diligence as relates to safety-related sub-systems and processes. This paper concludes that PMO strategies can be successfully implemented on a public transportation system while also increasing operational reliability, and offers a blueprint for how similar optimization strategies can be successfully utilized elsewhere.

This paper presents a fitness-for-service (FFS) assessment of an automated people mover system that, until recently, operated at Miami International Airport. The system had over 35 years of service when retired. The objective of the FFS assessment was to establish remaining life of the car’s main structure. To this end, a detailed 3D finite element model of a typical car was created to determine stresses throughout the car. These results, used in conjunction with knowledge of connection detail fatigue susceptibility, allowed strain gages to be judiciously installed throughout the car. Service strains were recorded and after data reduction, the life at each strain gage was estimated. These results were used for short term corrective actions/rehabilitation of the car frame in close coordination with the car builder, system replacement planning, as well as focusing on maintenance, and inspection practices. Further, this assessment was repeated biannually over many years, allowing the effects of guide-way deterioration on fatigue life to be accounted for.

Maintenance of trains can be considered a very important aspect to assure highly available train service to customers by preventing unexpected train failures and therefore service interruptions. In the past, maintenance actions were performed on a scheduled (strictly time based) or even a corrective base (after the failure). New concepts of predictive maintenance are getting more and more important and can help reduce cost due to avoiding unnecessary maintenance activities. In this context, an automated identification of the train state can help identify potential failures or recognize irregularities onboard. Therefore, the University of Technology Dresden, Germany, together with Bombardier Transportation has initiated a research project to investigate the potential of low-cost multi sensor devices and the application of data mining algorithms to retrieve information about the train. The measured signals, i.e., acceleration, jerk, temperature, pressure, and humidity, are used to conclude on some adverse or unusual conditions of the train that may require manual inspection. Different approaches, such as decision trees, Bayesian networks, or statistically oriented measures such as relative entropy (Kullback–Leibler divergence) will be illustrated how to handle large data sets and discover discontinuities or unexpected pattern. This paper will therefore describe some first steps taken to implement low-cost sensors for various physical parameters, and how this data could be analyzed to discover potentially interesting information or artefacts. First, the general idea of big data and data mining will be summarized. The second part of this paper deals with the mathematical approaches taken to analyze the collected data and finally the results of a case study for urban railway applications (subway and light rail) will be presented to illustrate the theoretical method.

To thoroughly test, a novel fully automated urban maglev people mover system a test track was designed and built at the company’s headquarters in Sengenthal, Germany. Here prototype vehicles are permanently tested under commercial operation load scenarios. Special attention is paid to realistic operation and maintenance (O&M) of vehicles and guideway. In addition, system modifications where components are replaced or upgraded by new versions derived from our continuous improvement efforts and engineering test are carried out. This mix of operational modes provides a challenging complexity for O&M activities. Our group took these challenges and created substantial improvements to operational effectiveness. The paper describes the system in detail, explains the lean production methodology and tools we used to create these improvements. It also quantifies the progress that was possible by these efforts, for example, the effective availability was more than doubled. Although the vehicles run on a test track, the operational mix provides an O&M complexity comparable or even beyond commercial operated systems. Therefore, the methods and results presented in our paper can be easily transferred to commercial operated systems, which is already planned.

Global economic uncertainty and close competition between automated people mover manufacturers drives decision makers to value cost-effective proposals. Companies have to deliver integral solutions for product lifecycle management and give asset owners more value for their investment. In order to increase overall competitiveness, new approaches have to encompass the system design and build, as well as the development of broader O&M concepts that reduce operating costs. This paper presents a standardized integral management system that has been successfully implemented for the between automated people mover in Sheremetyevo International Airport. The robust operational concept under discussion has also allowed several other operating companies to increase contractual parameters such as system availability, to improve product reliability and safety, and to reduce the total cost of ownership. The herein described integral management system makes use of an overall organizational framework so as improvements to one-particular system can be shared between operating sites. The core is a unified quality control plan supported by processes and reporting platforms that promotes return of information. The latter is formulated in a form that allows each operating site to improve key processes as well as to implement corrective actions based on key performance indicators. The integral management system thus becomes a platform that supports the day-to-day activities of several operations and maintenance organizations, and it provides feedback to all participants preventing failure propagation and avoid reiteration of incidents.

It is important for owners and suppliers of automated transportation systems to secure the software programs used by the control and monitoring subsystems against intentional attacks including the introduction of malicious software. Such software security is necessary to prevent or minimize service disruptions due to malfunctioning control and monitoring subsystem software programs due to malicious software. To implement effective software security requires a thorough understanding of the needs and basic security requirements of the various software programs used by the control and monitoring subsystems and the methods used to communicate or interact with each other and external entities. This paper will address the various aspects related to implementing effective software security of automated transportation systems.

This paper presents the findings from a desktop study on accidents and evacuation approaches related to straddle monorails. The authors opine that at current stage all existing evacuation methods have limitations. Policy makers and transport planners intending to implement monorail systems are recommended to adopt an engineering approach with holistic considerations instead of imposing mandatory requirements on provision of specific evacuation methods for the entire line. With innovative technologies, it is believed that straddle monorails will eventually achieve a safe and efficient evacuation capability without sacrificing the economic and aesthetic advantages.

In every design or consultant contract, there are always some key provisions on which you should focus, in addition to the scope of work and price. The following are some of the issues that will be important in virtually every such contract: For what and whom are you indemnifying by contract?; How and when are you going to pay or be paid?; Who bears the risk of upstream insolvency?; How is the risk of failures being allocated between the parties?; Who will own the documents (instruments of service)?; Who will own the intellectual property rights in the instruments of service?; How binding are “Teaming Agreements”?; and Can the Owner re-use the design materials on other projects?

When airports move from planning and programming for an APM system to procuring the design and construction services to deliver the system, there are several procurement models available to the owner. This paper will discuss several models, their differences, advantages, and disadvantages. The options available range from a single contract for the guideway and system to a separate contract for each component. The procurement models discussed include design-bid-build (DBB), design-build (DB), and design build operate maintain (DBOM). The owner must also choose if the vehicle supplier will be selected independently from the construction service provider(s). The investment of an APM system is an investment in the immediate and future functionality of the airport. Selection of the appropriate procurement model sets the stage for not only the delivery and startup of the system, but the operation, maintenance, and potential expansion.

Many airports around the world have automated people mover (APM) systems that are reaching the end of their useful life and will need replacing in the coming years. These APM systems are critical to the operation of the airport and thus replacing them in-service requires considering some key points. This paper will discuss and highlight some of the key points such as the vehicle guidance system, replacement vehicle dimensions, and special vehicle maintenance requirements. Different vehicle suppliers may have different guidance requirements (side guided, center guided, etc.). The vehicle may also have different dimensions requiring a different running plinth spacing, platform rub strip clearance, etc. The replacement vehicle may also have special maintenance requirements that would make it necessary to provide additional maintenance areas that were not in the original system. These points may not be obvious to an owner of an aging APM. However, consideration of these points will make replacement of the APM system go smoothly and get the system back up and running quickly and efficiently.

While the advent of Industry 4.0 is widely discussed in most industry areas, the design and production processes for rail systems appear to be much less digital compared to other industry segments. Our paper describes the use of production processes adhering to fully digitally supported manufacturing principles as outlined by the Industry 4.0 framework. It furthermore discusses the benefits of using these processes based on real life data obtained during design and production of a fully automated urban maglev people mover system. This paper describes our findings and learnings from the implementation of a professional product lifecycle management (PLM) system for design and production of complex novel maglev vehicles. The process covers the design phase, as well as procurement of parts, quality control, assembly, and even operation and maintenance. All steps where QR traceable, as an example the workers receive animated mounting instruction on their tablet computer just by scanning the parts. Confusing paper work is eliminated and simultaneously the quantity of shop floor production engineers is reduced. The whole process is controlled and maintained from our office headquarters in Sengenthal, which allows to run a global production efficiently. The paper will report the enormous benefits in quality, time, and cost, which was reduced by up to 40 %. The paper demonstrates the enormous potential of Industry 4.0 in the area of the railway industry. Despite of its complexity the adaptation of the fourth step of the industrial revolution has major advantages for the design and production process of rail systems.

Modern transportation systems are becoming increasingly more connected to private and public networked broadband communications systems. This connectivity has enabled system operators to gather, store, and analyze more and more data from a broader range of mobile and fixed devices and sensors throughout the system in real-time. Unfortunately, this increasing volume of data is fast reaching a tipping point where the ability of the system operator to transform the data into to knowledge and wisdom is being far-overwhelmed by the sheer volume of the data collected. The Internet of Things (IOT) and big data are recent technology concepts which seek to address this data explosion and provide a new systems approach to transform data to knowledge and harness the untapped potential of data in a system. This paper introduces the IOT and Big Data and the concepts behind this emerging technology and how these concepts may be applied to transportation systems applications ranging from operations and maintenance to passenger information systems. This paper is intended to provide the reader with a broad perspective into the basic concepts of how data is used by humans in a digital world. It also seeks to give the reader a broad understanding of how these concepts relate to the changing landscape of the Internet and how we use data and perhaps spur a deeper interest in systems enabled by IOT and big data.

Train control systems have developed over the last decades into complex HW/SW-systems that control CBTC-operations or even unmanned train operations in mass transit. Functional testing has become itself a complex part of the projects. Besides straightforward technical testing most relevant validation cases origin today mainly from safety and functional analyses nested into the V-Model and are performed during the integration test phases. These thousands of test cases show mostly that the system behaves as intended, but rarely evaluate the much larger number of possible unintended system states. In order to reach more a controlled and à priori complete test and integration program, a new method (“CBTC.valid”) has been developed at the University of Technology in Dresden together with industrial partners (TÜV Süd, Siemens) and tested in field projects. It is based on the concept, that a train control system is ultimately represented by a large but finite set of input and output signals, and any combination of the latter represents a technical system state in which the system may sooner or later find itself. From a concurrently engineered top down perspective, the method defines an operational state model broken down into more and more detailed operational states. Several paradigms had been developed to control the sheer complexity of the combinatorial signal state space without compromising “completeness”, and the test cases are generated as an artefact of the “complete” state machine. The validation state machine is implemented today in Stateflow/MATLAB and has been applied to a GOA4 train control system. The paper presents the idea, method, and architecture of CBTC.valid and discusses experience return from field application.

With the availability of rail-certified industrial fail-safe computer systems, offering of train control systems is no longer restricted to a few large market players. By using commercial of the shelf (COTS) components, our group was able to set up a high availability scalable train control system for a fully automated people mover system within a very short time frame. It fulfills highest safety requirements according to European railway standards EN50129 and EN5018 and allows train headways of less than 80 s. During the design, the V-model was consistently applied. Starting with a comprehensive risk and system assessment, a concept with detailed requirements catalogue was designed. Based on this concept a scalable hardware and software architecture was created using industry standard, railway approved safety controls. Implementation and testing of this architecture took place on a test track under real operation conditions as well as on a simulation system that allowed more than 30 virtual vehicles simultaneously on a track including more than 100 switches. In 2018, the design phase will be concluded with a complete verification and validation of the design and subsequent type approval by the federal German railway authority (Eisenbahn-Bundesamt). The paper describes the challenges our team faced and overcame when developing a novel turnkey people mover system including a train control system to be offered as an integrated one-stop solution to customers.

Due to the ongoing global trend of urbanization, demand for smart public transport is unbroken. However since a lot of effort is undertaken to improve individual transport with electric and autonomous cars, public mass transit appears to have made less progress in the recent past. This paper presents a novel urban mass transit system scalable from about 1,000 pphpd to more than 30,000 pphpd. It is based on a very slim pre-fabricated guideway system only 1.2 m in height with up to 36 m span. By matching guideway and vehicle technology a very cost efficient system was built. It is based completely on commercial of the shelf technology and uses magnetic levitation and linear motors to minimize noise and vibration levels. Its fully automated operation is demonstrated and tested for over 45,000 km (Oct 2017) on its test facility in Germany. The paper will explain the design principles and its improvements of current maglev technology.