Apm Concepts

2GETTHERE

APM-Concepts General Information

2getthere Automated People Mover Concepts General Information

Information Automated People Mover Concepts 2getthere Version V

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Drafted by: 2getthere B.V. drs. Robbert H.C. Lohmann

TABLE OF CONTENTS 1

2GETTHERE ..................................................................................................................................4

2

VISION ............................................................................................................................................5 2.1 2.2

3

AUTOMATED PEOPLE MOVER SYSTEMS....................................................................................5 CONCEPT APPLICABILITY ..........................................................................................................6

TRANSIT CONCEPTS AND APPLICATIONS..........................................................................7 3.1

PERSONAL RAPID TRANSIT (CYBERCAB)..................................................................................7

3.1.1 Floriade Application ............................................................................................................9 3.2 GROUP RAPID TRANSIT (PARKSHUTTLE II) ............................................................................10

4

3.2.1 3.2.2

Rivium Application.............................................................................................................12 Schiphol Application ..........................................................................................................13

3.2.3

Antibes Demonstration.......................................................................................................15

VEHICLE TECHNOLOGY ........................................................................................................17 4.1 4.2 4.3

FROG VEHICLE NAVIGATION ..................................................................................................17 OBSTACLE DETECTION SYSTEMS ............................................................................................18 ENERGY SUPPLY .....................................................................................................................19

4.4 VEHICLE FEATURES ................................................................................................................20 4.4.1 ParkShuttle.........................................................................................................................20 4.4.2 5

SUPERVISORY CONTROL SYSTEM TOMS.........................................................................22

6

INFRASTRUCTURE ...................................................................................................................24 6.1 6.2

7

Mover Concepts 2getthere Version V

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TRACK ....................................................................................................................................24 STATION DESIGN.....................................................................................................................26

SAFETY.........................................................................................................................................28 7.1.1 7.1.2

Information Automated People

CyberCab ...........................................................................................................................21

Operational safety..............................................................................................................28 Social Safety.......................................................................................................................29

1 2GETTHERE 2getthere markets and develops short-range Automated People Mover Systems for personal and group transportation, which provide efficient, high quality, tailored transport solutions. Possible applications, whether they concern simple connections or complicated networks, range from city centers to residential areas, business and industrial parks, theme parks and resorts. For the realization of applications, 2getthere cooperates with expert companies in the areas of vehicle and infrastructure development and operations of public transport systems. Together we have the expertise to design, build and operate applications. 2getthere has realized projects at long term parking P3 of Amsterdam Airport Schiphol, business park Rivium in the city of Capelle aan den IJssel, the horticultural fair Floriade 2002 in the city of Haarlemmermeer and at the testsite of ULTra (Urban Light Transit) in Cardiff (United Kingdom). The technology is also applied for the Phileas bus as operation in the city of Eindhoven (the Netherlands). 2getthere has a worldwide exclusive license for the application of FROG-technology in people mover applications and owns the rights to the ParkShuttle (GRT, Group Rapid Transit) and CyberCab (PRT, Personal Rapid Transit) concepts. 2getthere builds on nearly 10 years of experience gathered through multiple projects. 2getthere actively stimulates, follows and adopts the future development of the technology for automatic vehicles. The company focuses on the market and its requirements. Application engineering is done in-house, adding to the existing knowledge regarding the requirements of automated people mover systems, applications and customers. 2getthere co-operates with development and (local) project partners to supply a customized application to the customer. 2getthere’s mission is to develop, market, implement and (if required) operate, sustainable Automated People Mover Systems, with an excellent availability, reliability and safety, which to passengers provide efficient, high quality, tailored transport solutions, while minimizing capital and operational costs. The company has the following key features: • Unique System • • Operational Experience • • In-depth Knowledge •

Multidisciplinary approach Certification Leaders Ease of Implementation

2getthere is the leading developer of electronically guided people movers and boosts an extensive track record. 2getthere is capitalizing on this experience by continuously improving its’ products – delivering the best possible and most suited transportation Information Automated People Mover Concepts 2getthere Version V

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systems to its customers.

2 VISION 2.1

AUTOMATED PEOPLE MOVER SYSTEMS

Automated People Movers (APM) are a ‘guided’ transit mode with fully automated (driverless) operation, featuring (computer-controlled) vehicles that operate on dedicated guide-ways. APM systems are designed to replace or supplement existing traditional transportation systems and networks. Automated People Movers replacing traditional systems often adhere to the same concept: mass transit with a line-haul configuration. Typical examples are found at airports and include the VAL-system in France and the Docklands Light rail in London. Although mass transit is an effective solution for large passenger flows between major nodes, distribution from these nodes to more distant locations within the network is rarely facilitated. There are Automated People Mover Systems that are suited as feeder system (to public transportation nodes or parking facilities). They supplement existing transportation systems and networks by connecting them with (new) developments such as residential areas, industrial and business parks, resorts and entertainment parks. These systems usually have either a group- or personal transit character. Personal Rapid Transit (PRT) and Group Rapid Transit (GRT) systems are ideally suited as feeder systems or as local transit systems. A local transit system connects facilities within a certain location (e.g. within a business district). These systems have a high level of sophistication, allowing both line and network configurations and being able to operate a short headways. Main reasons to consider these type of automated systems is the reduced operational and life cycle costs. Electronically guided people movers, such as marketed by

2getthere, minimize the capital costs of the infrastructure in comparison to rail-guided systems. The automated system provides an improved service to the passengers: 24hr transportation, on-demand or at a high frequency. Cities benefit from reduction of car traffic, congestion and the environmentally friendly character of the transportation system. To (real estate) developers and resorts the system presents the possibility to reduce space wasted for non-value added activities (such as parking) by connecting locations and optimizing land use. Each system has its own niche; for every project there should be match between the characteristics of the transportation system (whether traditional or automated) and the application. To be able to achieve the best fit, 2getthere does not want to limit Information Automated People Mover Concepts 2getthere Version V

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itself to a single product – having to push this concept for every application whether it suited or not. 2getthere offers the in-house developed PRT (CyberCab) and GRT

(ParkShuttle) systems. For each application the most suitable system can be selected based on application characteristics, requirements and the customer preferences. 2.2

CONCEPT APPLICABILITY

The characteristics of an application determine which transportation concept is most suited. There is no ranking among the characteristics, but as a whole they determine whether the most suited concept is manual or automated, has dedicated guide ways or mixes with regular traffic, is mass, group or personal transportation, will (need to) be installed at grade, underground or elevated, operates on-demand or on-schedule, etc. The basis of any application should be an analysis of the transportation demand and flow. Each application has its’ own specifics and the most appropriate transportation system will need to be determined based on these. 2getthere analyses applications on nine specific elements: 1. Function (local transit, feeder system, internal transit, etc.) 2. Intensity of transportation (capacity required) 3. Spreading in time 4. Spreading is space (origins – destinations) 5. Spatial planning (space available) 6. Customer requirements / preferences 7. Application surrounding environment characteristics (a.o. visual intrusion) 8. Application Specific Issues (e.g. political influences) 9. Costs of Ownership There is no prioritization among these elements and all are analyzed simultaneously. It is possible that multiple types of systems are suited for the same application – however usually a customer preference or the costs of ownership associated with the system will tip the balance. Based on these characteristics (requirements and customer preferences) 2getthere advices customers if and which one of the concepts could be suited. The characteristics also determine the optimum configuration of the suitable concept (e.g. indicate a scheduled service is a preferred option).

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3 TRANSIT CONCEPTS AND APPLICATIONS 2getthere offers three distinctive transit concepts: •

PRT: Personal Rapid Transit (CyberCab)

•

GRT: Group Rapid Transit (ParkShuttle)

3.1

PERSONAL RAPID TRANSIT (CYBERCAB)

Personal Rapid Transit (PRT) is ‘a transport method that offers personal, on-demand non-stop transportation between any two points on a network of specially built guideways’. A PRT system consists of a number of automated vehicles (seating 2 to 6 people) combining the desirable aspects of the private car (private travel at any time) with the social advantages of public transport (no congestion and parking issues).

2getthere’s Personal Rapid Transit system features of a number of automated taxi’s (CyberCabs) and the supervisory control system TOMS. The guide way can be constructed at grade, but also elevated, embedded in buildings or underground. The system in configurable as ‘true’ PRT – providing direct connections, on-demand operations and personal transportation – but alternatively ‘ride sharing’ (single origin, multiple destinations) and scheduled operations (to optimize capacity) can also be implemented. Information Automated People Mover Concepts 2getthere Version V

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Personal Rapid Transit is all about (network and vehicle) controls. 2getthere’s ability to provide a PRT system is based on the well-proven (20+ years) FROG network and vehicle controls, fully customized for Automated People Mover requirements. The

CyberCab vehicle is developed in close co-operation with expert 3rd parties with automotive experience. The CyberCab accommodates a 6-person family (4 adults, 2 children) and additionally has space available for either a wheelchair or luggage. The vehicle features an automated sliding door, optionally a second door can be installed allowing (dis)embarking on both sides of the vehicle. PRT-like systems have been installed (e.g. at the Floriade 2002 by 2getthere), but to date no ‘true’ PRT system has been realized. The first applications are imminent, however, as increased market interest indicates. A PRT system can be installed as feeder system to a public transportation node or (central) parking facility and as an local transit system. Possible applications range from airports to business and industrial parks, theme parks and resorts, city centers and residential areas. For any application it is important that the PRT system fits within the environment. In an existing environment, the system will be optimized in light of the restrictions its surroundings pose, optimizing the value to both passengers and local residents. Where and how (at grade or elevated) the system is constructed should be carefully evaluated with regard to visual intrusion, noise and other effects on the surroundings. In a Greenfield development system optimization within the site development requires an integrated approach.

PRT System Summary: System Capacity (4 second headway):

3.200 - 4.800 passengers per hour

Economically viable from: Supervisory System (Network Controls): Vehicles: Infrastructure: Status: Configuration: Operations: Connections:

Approx. 300 p/ph or 1500 p/pd TOMS

Stations: Propulsion: Energy supply: Maximum speed: Guidance:

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6 passenger CyberCab Asphalt, at grade or elevated Engineering 2nd generation completed Network On-demand / On-schedule Direct / Ride-sharing (Single Origin, Multiple Destinations) Off-line Central AC motor, differential rear axle Electric or Hybrid 40 km/h [25m/ph] FROG-technology

3.1.1

Floriade Application

Every ten years the Netherlands host the horticultural show Floriade. Each Floriade lasts 6 months and is organized in cooperation with a different city. The Floriade 2002, near the city of Hoofddorp, featured a 40 meter high observation hill with an impressive work of art at the summit: Big Spotters’ Hill. During operation from April till October, 25 CyberCabs provided transportation to the top of the observation point. The vehicles used a 700-meter track spiraling up the hill to transport passengers between the two bottom and top stations. The 1st generation CyberCab vehicles were specifically designed for the application, having an ‘open’ design to allow passengers to fully enjoy the view of the Floriade Park. To further ensure the best possible view the speed of the vehicles was limited to 11 km/h (7 m/h) and drove outside of the track (left hand side) traveling upwards. The electric CyberCabs were supplied with ‘green’ energy, ensuring environmentally friendly transportation. A round trip to the summit of Big Spotters’ Hill by the CyberCab was offered for 2,5€. The duration of a single trip was just over 4 minutes. The CyberCab system offered a maximum capacity of 600 passengers per hour (per direction). Quick chargers and the exchange of batteries ensured the maximum amount of vehicles to be operational at any time. 2getthere initiated the project to demonstrate the capabilities of automated transportation to the public, test passenger acceptance of the concept and automated transportation in general and gain experience with the operations of these types of systems. The research conducted proved that passenger acceptance of these systems is very good. Both old and young used the system without any reservations. Comments regarding the user friendliness were gathered and have been taken into account in the design of the 2nd generation. The operational experiences are invaluable for 2getthere, adding to the existing knowledge and being better able to provide insight into the operations to potential customers. Information Automated People Mover Concepts 2getthere Version V

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Floriade 2002 Application summarized: Description: Operational period: Patronage: Peak Capacity: Service Frequency: Times of Operation: Configuration: Operations: Connections:

Scenic Connection April - November 2002 (192 days) ± 400.000 passengers 600 p/ph/pd 25 seconds 12hrs. p/d, 7 days p/w Line-connection On-schedule Non-stop

Type of vehicle: Number of Vehicles: Passengers seated/standing: Drive:

1st generation CyberCab 25 5/0 Electric

Supervisory Control System:

None

Track Length: Number of Stations: Berths per station: Crossings for Traffic/Pedestrians:

700 meters 2, on-line 1 0 / 1 (Elevated)

3.2

GROUP RAPID TRANSIT (PARKSHUTTLE II)

Group Rapid Transit (GRT) is an automated transit system with an exclusive right-ofway, accomodating a shared ride for 6 to maximum 30 passengers per vehicle. Typically these systems are installed in a line connection, but can also operate in a network configuration. A GRT system can operate at intermediate headways and provides a high frequency or transportation on-demand. 2getthere’s Group Rapid Transit system consists of a number of automated minibuses (ParkShuttles) and the supervisory control system TOMS. The ParkShuttle vehicle can accommodate 20 (12 seats, 8 standees) to 25 passengers (8 seats, 17 standees) and allows for easy wheelchair access. The guide way is typically constructed at grade, allowing for at grade crossings or, when required (because of the intensity of the transportation flows), elevated or underground.

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The ParkShuttle GRT system basically operates comparable to a horizontal elevator. The vehicles will stop at every station indicated as destination and stations where transport has been requested. As a consequence the system will operate comparable to a bus service in peak hours and (almost) as a PRT system in off-peak hours (providing non-stop origin to destination connections).

A Group Rapid Transit system will typically be installed as a feeder system to a public transportation node or a (central) parking facility. 2getthere has realized pilot projects at Amsterdam Airport Schiphol and business park Rivium. After a positive evaluation the project at business park Rivium was upgraded and extended. Additional stations were installed and six 2nd generation ParkShuttles implemented. In addition demonstrations were realized in Antibes, Monaco, Versailles (France), Hanover (Germany), Utrecht and Delft (the Netherlands). Main reasons to consider GRT systems is the reduced operational and life cycle costs. Electronically guided systems minimize infrastructure costs as well. An automated system also provides an improved service to the passengers: 24hr transportation on-demand or at a high frequency. The reduction of car traffic, congestion, the environmentally friendly character and the possibility to reduce space wasted for non-value added activities (such as parking) are other important aspects. GRT System Summary: System Capacity (4 second headway):

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Economically vialble from: Supervisory Control System: Vehicles: Infrastructure: Status: Configuration: Operations: Connections: Stations: Propulsion: Energy supply: Maximum speed: Guidance:

2.000 – 8.000 passengers per hour (scalable up to 16.000 ppphpd) Approx. 1500 p/pd TOMS 20-25 passenger ParkShuttle Asphalt, at grade 2nd generation operational Line / Network On-demand / On-schedule Ride-sharing On-line / Off-line Central AC motor, differential rear axle Electric or Hybrid 40 km/h [25m/ph] FROG-technology

3.2.1

Rivium Application

The initial decision to implement the ParkShuttle transportation system between subway station Kralingse Zoom and business park Rivium (city of Capelle aan den IJssel) was taken in 1995. The goal of the pilot was to proof that at the same expense, a better service and higher frequency could be achieved – making (public) transportation a more attractive alternative for car drivers. From February 1999 to November 2001, three ParkShuttle vehicles operated on the 1300-meter single lane trajectory. Bi-directional travel was enabled by means of three passing locations. An interstate is intersected by means of a tunnel, while a highway is crossed by a specially constructed (single lane) bridge. A journey lasted approximately 4 minutes. The anticipatated required capacity was exceeded because of expansions of the business park. At the same time the capacity was restricted by the number and size of the vehicles in combination with the single infrastructure. The succes of the system prompted the decision in December 2001 to upgrade the system from its’ pilot status. In phase II, the trajectory has been extended and the number of stations increased to 5 – significantly reducing walking distances for employees and making the system more attractive to use. The 1800-meter track has three stops within business park Rivium. A new stop has been created to service business park Brainpark III and the residential suburb Fascinatio. The dedicated infrastructure, installed at grade, is now dual lane (with exception of the forementioned tunnel and bridge). Several at grade crossings with pedestrian and car traffic are realized.

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In Phase II both the number of vehicles (6) and the capacity of the vehicles (20 passengers) doubled – at the request of operating company ConneXXion. The quality was also improved by applying state-of-the-art automotive know-how and technology. The vehicles are (even) more reliable, comfortable, silent and faster. During peak-hours all vehicles are operational, on-schedule, based on a 2.5 minute interval. The scheduled service ensures the capacity is optimally used, while the on-demand operations in off-peak hours ensure the passenger service is maximized.

Business Park Rivium Application summarized: Description: Operational period: Patronage: Peak Capacity: Service Frequency: Times of Operation: Configuration: Operations: Connections:

Public Transportation to business park Phase I: February 1999 – November 2001 Phase II: December 2005 - present 1.500 passengers (daily) 500 p/ph/pd 2.5 minutes (peak hours) On-demand (off-peak hours) 12hrs. p/d, 5 days p/w Line-connection On-schedule / on-demand Ride sharing, Multiple Origins to Multiple Destinations

Type of vehicle: Number of Vehicles: Passengers seated/standing: Drive:

2nd generation ParkShuttle 6 12 / 10 Electric

Supervisory Control System:

TOMS

Track Length: Number of Stations: Berths per station: Crossings for Traffic/Pedestrians:

1800 meters 5, on-line 3 stations with 2 berths, 2 single berth stations 6 (3 at grade) / 5 (all at-grade)

3.2.2

Schiphol Application

In the mid-‘90’s Amsterdam Airport Schiphol decided to improve the quality of its’ (10.000 spaces) long term parking lot P3. Part of the plan designed was the implementation of the ParkShuttle pilot-project to improve the service to airlinepassengers and confirm Schiphols image. The pilot was limited to the parking facility itself, but a next phase could have connected directly to the terminals. In 1997 four ParkShuttles were installed. The track consisted of two (single directions) loops of 1km, each with 3 stations. Each loop had several crossings for automobile traffic (equipped with barriers and traffic lights) and pedestrians (audible alarms). To ensure flexibility in the operations the vehicles are able to access both loops.

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During the pilot the ParkShuttles transport passengers from the shuttle stops near their cars to the main stop near the passenger lounge. From here buses provide transportation towards the passenger terminals. The service is available 24/7 and free of charge to users of the parking lot. Surveys prove that the system is well used and greatly appreciated.

At any given time three ParkShuttles are in operation, while one vehicle is being charged. When there are no transportation requests, the vehicles space themselves along the track to ensure minimal waiting times at each stop. Although surveys showed great passenger satisfaction over the 7 years of operations of the pilot system, they were (temporarily) ceased in 2004. Installation of the 2nd generation ParkShuttle was seriously considered, but postphoned based on the uncertainty in the airline-industry. Amsterdam Airport Schiphol Application summarized:

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Description: Operational period: (Estimated) Patronage: Peak Capacity: Service Frequency: Times of Operation: Configuration: Operations: Connections:

Parking lot connection 1997 –2004 >2.500.000 passengers 400 p/ph On-demand 24/7 (365 days per year) 2 double loops On-demand Ride sharing

Type of vehicle: Number of Vehicles: Passengers seated/standing: Drive:

1st generation ParkShuttle 4 8/4 Electric

Supervisory Control System:

TOMS

Track Length: Number of Stations: Berths per station: Crossings for Traffic/Pedestrians:

2 loops of 1.000 meters 7, on-line 6 single berth stations, 1 station with 3 berths 6 (all at-grade)/ 12 (all at-grade)

3.2.3

Antibes Demonstration

In June 2004 a 2-week demonstration was organized in the city of Antibes-Juan les Pins. On one of the lanes of the ‘Avenue du Verdun’, a 1.5 kilometer trajectory, the ParkShuttle operated as part of the EU-subsidy program CyberMove. During 12 days of operation, several field trips for schools and other organizations were hosted – to familiarize people with the system and research their reactions and opinions. The trajectory of the demonstration was a fraction of the planned trajectory for the final project envisioned along the port of Antibes. During the summer the population of the French Riviera city more than doubles – causing traffic and parking problems. Public transportation only has a 4% modal share, while there are over 335.000 internal dailiy trips (80% of those made by residents). Besides the historical city centre, where pedestrians have gained priority over cars, Antibes is predominantly car-oriented – with 50% of (private) car trips being shorter than 2km. The local authorities plan to: •

define the historical centre as a pedestrian area, connected to the suburbs by urban shuttles;

•

create intermodal platform (with Park & Ride);

•

create a better Public Transport service with dedicated lanes;

•

build new railway lanes (Metro) to improve the accessibility to the centre and the connection with the main cities (in direction of Nice and Cannes);

•

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improve the Public Transport offer (frequency, comfort, connections).

The mid-term strategy is clearly to move away cars not adapted to the historical city street network in order to decrease traffic consequences (e.g. noise, atmospheric pollution, damaging monuments, time loss) and improve public spaces devoted to cultural and commercial activities. This strategy requires finding innovative and complementary solutions to Public Transport, including automated people mover systems, which are seen as a way to introduce new mobility management.

Antibes Demonstration summarized:

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Description: Operational period: Patronage: Peak Capacity: Service Frequency: Times of Operation: Configuration: Operations: Connections:

Demonstration 1 – 14 Juni 2004 ± 12.000 passengers n.a. n.a. 12hrs. p/d, 7 days p/w Line-connection n.a. n.a.

Type of vehicle: Number of Vehicles: Passengers seated/standing: Drive:

2nd generation ParkShuttle 1 12 / 10 Electric

Supervisory Control System:

TOMS

Track Length: Number of Stations: Berths per station: Crossings for Traffic/Pedestrians:

1.000 meters 2, on-line 1 0/3

4 VEHICLE TECHNOLOGY Different technologies, such as navigation and obstacle detection systems as well as energy concepts, are applied in both the personal and the group rapid transit concepts. The FROG navigation technology was first applied in 1995. In this fully automatic People Mover system the need for a human driver and physical guidance is eliminated. The technology allows for implementation in phases, enhancing the system capacity by merely adding vehicles or enlarging the service area by extending the routes. 4.1

FROG VEHICLE NAVIGATION

The operation and navigation system of a vehicle consists of three elements : route planning, odometry and calibration. Route planning is done in the supervisory control system. Through a CAD-like program the routes can be drawn, with elements (e.g. stopping points) and profiles (e.g. speed) being attached to the different sections of the route. Additional elements such as action points can be added to optimize the operations of the vehicles. At the start up of the system all vehicles check if their on-board map is the same as the map used by the supervisory system – if not the new map is downloaded immediately. This map is the basis of the operations of the vehicles: route planning. Inside the vehicles, passengers can indicate their destination by means of a simple push button – the operations resemble those of a horizontal elevator. The destination is a transport assignment for the vehicle. Based on the on board map the vehicles themselves will plan the shortest route from their origin to the indicated destination. During travel, the vehicle keeps track of the distance and direction traveled by measuring the number of wheel revolutions and change of orientation (encoders and gyro) : odometry. Through odometry a calculated position on the on board map is established. However, different loads influence the accuracy of the calculation as with larger loads the wheel diameter becomes smaller, increasing the number of wheel revolutions. To increase accuracy the calculated position is calibrated against the actual position of an external reference point. The position of these external reference points, magnets embedded in the road surface, are added to the map of the vehicles. When a difference between the calculated and actual position is detected, only half this difference will be corrected to avoid nervous, jerky driving behaviour. Thus the vehicels return to their planned route fluently. Information Automated People Mover Concepts 2getthere Version V

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It is essential to realize that the magnets are for reference only. The magnets are completely passive and can be installed in any road surface very quickly – as

demonstrated during several demonstrations. The vehicles are electronically guided and plan their own routes independent of the supervisory system. The magnets are completely passive and can be installed in the road by simply driling a hole and topping the magnet of with epoxy. This can be done relatively inaccurate, but the measurement of the actual position of the magnet afterwards, has to be very accuracte. 4.2

OBSTACLE DETECTION SYSTEMS

Each vehicle is equipped with advanced safety systems, such as obstacle detection sensors (boht long range and close range systems). The non-contact Obstacle Detection E-stop dist. System (ODS) is a vital safety component for any AGV. The vehicles SD dist. are equipped with a rotating laser scanner mounted on the front of the vehicle. This sensor system creates a sensory shield, which serves as a virtual bumper enabling the vehicle to make a controlled stop prior to contact with obstacles. The vehicles are constantly planning to stop within the obstacle horizon of the sensors, unless no obstacles are detected. In this case the vehicles will continue at the set speed. The sensor system is capable of transmitting two digital signals: upon early detection of obstacles, the “caution” signal is activated, causing the vehicle to gradually reduce speed; as the vehicle approaches the obstacle and reaches a pre-set distance, the “stop” signal is activated, bringing the vehicle to a full stop. Within 2getthere, the Obstacle Detection System has been determined as a keycomponent. Hence 2getthere is actively involved in the development of ODS through technological development programs (research projects ‘People Movers op Weg’ and ‘CityMobil’). New technologies and the possibility of sensor-fusion are examined and being developed. 2getthere is moving from obstacle detection to obstacle handling, improving comfort and safety even further. Other safety measures concern emergency stop buttons and an advanced camera system storing images of events and allowing immediate display if requested by the operator. An interior camera functions to watch over the social security of the pasengers.

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A FMECA (Failure Mode Effect and Criticality Analysis) is an essential part of every applications safety. For these types of transportaton currently there are no certification possibilities yet. In some countries, such as the United Kingdom, the safety approval of these type of systems have been assigned to rail authorities.

However, these do not have specific guidelines yet either, but merely look at the safety concept as set-up by the supplier. As an independent agency, TNO is able to evaluate objectively the safety of each system. Based on the procedure as proposed by 2getthere, in co-operation with TNO, both the authorities in the United Kingdom and France have expressed they are confident the product meets their current requirements. 4.3

ENERGY SUPPLY

The optimal power source for the system will depend on the application. To be able to make the optimal choice for the customer and to be prepared to adopt future technologies, the CyberCab and the ParkShuttle have a modular architecture for energy supply to the electric system. New power sources – such as fuel-cell technology – will become available in future and can be fitted in to the ParkShuttle and CyberCab without requiring major redesign. Apart from system economics the choice of energy supply should represent the environmental policy. Politically based arguments could also factor into the decision for a certain type of energy system. The people movers should have a positive effect on the environmental load. 2getthere’s people movers, the CyberCab and the ParkShuttle, are powered by an electrical engine. This power can either be supplied by batteries (full-electric) or by an hybrid system. The main advantage of a full electric system is that it is more environmentally friendly as it has no exhaust at the point of operation. Also the sound is minimized ensuring a very quiet and comfortable ride. However, its range is relatively limited (especially when airconditioning is required in the vehicle). A hybrid drive system resolves most of the issues concerning full-electric, battery powered vehicles. The range of the vehicles becomes larger and the battery life becomes less of an issue as the battery pack is significantly reduced. Installing airconditioning on the vehicles is also facilitated more easily, no longer requiring a separate power source. However, the vehicles will no longer be exhaust-free at the point of operation. Other disadvantages that need to be addressed in engineering are noise and vibrations caused by the engine.

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Full-Electric Advantages:

Hybrid Drive

Environmentally friendly

Superior range

No exhaust

Easily facilates airconditioning

Low noise

Disadvantages:

Limited range / autonomy

Exhaust

Airconditioning (additional measures required to facilitate)

Noise and vibrations (resolve through engineering)

Battery Life (additional measures required for warm climates)

Size of the engine (and impact on the vehicle packaging)

Vehicle weight with batteries 4.4

4.4.1

VEHICLE FEATURES

ParkShuttle

The ParkShuttle II is an automated minibus. Passengers share the ride, with the vehicle stopping only at those stations where transportation has been requested or that have been indicated as destination. In its’ standard interior configuration the ParkShuttle accomodates 12 seated passengers, 8 standees and a wheelchair. An alternative configuration increases the capacity of the vehicle at the expense of seating (8 seated passengers, 16 standees). Small bagage is accomodated behind the headrests on the front and back of the ParkShuttle. The vehicle features an automated door and a low floor for easy and level access. The cabin is spacious and well illuminated at night. Large windows provide excellent all round vision and add tot the personal safety (feeling) of the passengers. Seating is comfortable with all measurements exceeding normal (public) transportation standards, while supports are provided for standing passengers. Information is conveyed to the passengers by means of the user console, display and voice module. Information Automated People Mover Concepts 2getthere Version V

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The camera system allows the operator to display images of each vehicle interior real-time. The maximum speed of the ParkShuttle is 40 km/h (25 mph).

4.4.2

CyberCab

The CyberCab PRT vehicle can be compared to an automated taxi. It offers direct connections between origin and destination (via the shortest route in the network) and offers personal transportation (charging passengers per vehicle, while allowing for group travel). The CyberCab accommodates a 6-person family (4 adults, 2 children) and additionally has space available for either a wheelchair or luggage. A stretched version of the vehicle, accomodating more luggage, is available for airport applications. The vehicle features an automated sliding door and a low floor for easy and level access. A second door can be installed, allowing (dis)embarking on both sides. The cabin is spacious and well illuminated at night. Large windows provide excellent all round vision and add tot the personal safety (feeling) of the passengers. Seating is comfortable with all measurements exceeding normal (public) transportation standards (standing passengers are not facilitated). Information is conveyed to the passengers by means of the user console, display and voice module. The camera system allows the operator to display images of each vehicle interior real-time. Each vehicle is equipped with advanced safety systems, a.o. for short- and long range obstacle detection. The sensors create a sensory shield, serving as a virtual bumper enabling the vehicle to make a controlled stop prior to contact with obstacles. In the control logic this is an integrated aspect of the normal operations and not an exception handling procedure – ensuring a more comfortable ride experience. The vehicle is a mere 1450mm wide, resulting in a narrow track. The maximum speed of the CyberCab is 40 km/h (25 mph).

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5 SUPERVISORY CONTROL SYSTEM TOMS TOMS is the basis of the Automated People Mover System; using TOMS it is possible to provide the ParkShuttles and/or CyberCabs with their routes, and to control the traffic between vehicles. The supervisory control system, TOMS, is fully customised for People Mover requirements. TOMS’s main tasks are traffic control, layout management, communication, and job generation and assignment. The system can be visualized on multiple locations, and operated from where it is convenient. Work scheduling, the assignment of transport requests to vehicles, is based on a customized set of rules (framework of conditions). The rules incorporate elements such as vehicle availability, distances, layout and transport requirements. Generation of transport request is done by push buttons at the stations of the system or generated automatically based on logged patterns of transportation requests and/or synchronization with the arrival/departure of other modes of transportation.

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As a traffic cop, TOMS directs traffic based on well-defined traffic rules. At crossings the supervisory systems decides which vehicle has the right-of-way based on the priority of the vehicle. It also controls interaction

between the vehicles and automatic doors, elevators and signalling. The traffic cop function optimises the total system, as vehicles do not have to wait for each other to pass. TOMS is also in control of fleet management. This means a.o. ensuring timely recharging of the batteries and keeping log files of all system events and transportation requests. The log files can be retrieved for statistical processing at any time. The necessary communication to and from vehicles is done via a Radio Frequency (RF) wireless link. Vehicles are in frequent contact to update the information. TOMS operates on a Linux-platform. With TOMS the vehicle fleet is easily expandable, requiring only the updating of TOMS as to how many additional vehicles are active in the system, requiring no costly software alterations. The TOMS system is equipped with standardised interfaces to traffic lights, traffic beams etc.

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6 INFRASTRUCTURE 6.1

TRACK

2getthere’s Automated People Mover Systems preferably use a dedicated track to avoid congestion and ensure safety. In most modern day cities it is a clear policy to prioritize public transportation and keep it separate from other traffic. The infrastructure of the system concerns both the road, as well as the reference points (magnets) in the road (for calibration) and the obstacle free area.

Track load (maximum

CyberCab II

ParkShuttle II

1000-1100 kg.

2000 kg.

wheel pressure on rear wheels) Surface material

Preferably concrete with asphalt top layer (repeatable load on surface due to driving accuracy of 10 mm)

Magnets

Ø15 mm x 30 mm, installed each 4 meter

Steel parts

No steel within 100 mm around magnets

The dimensions of the track are dependend on the width and weight of the vehicles. Regarding the width of the track, it is also necessary to take into account the provision for a safe evacuation route for the passengers (especially when an elevated infrastructure is considered). The infrastructure will be desgined such that the total costs of the project (infrastructure and vehicles) are minimized. Since the vehicles navigate very accurately, the track can be less wide compared to more traditional forms of transportation. This leads to a significant reduction in infrastructure cost. The minimum track width for the ParkShuttle and CyberCab vehicles is 2.5 meters (8 ft and 2 inches) and 1.6 meters (less than 5 ft) per direction of travel respectively.

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Single Lane

Double Lane

At Grade

Elevated

The separate track can be a ‘bus lane’, but would have to be physically segregated from the rest of the street to prevent access to the dedicated infrastructure. People should be discouraged from accessing the track. The vehicles are equipped with a highly sophisticated Obstacle Detection System (ODS) that will detect people on the track and cause the vehicle to first slowdown, and finally stop when they get too close to the vehicle. Although these sensors will prevent accidents from happening, frequent stopping will of course delay the system operation significantly. A physical barrier therefore serves a dual purpose. The physical ‘barrier’ can be a low fence, but other possibilities include dense bushes or a narrow water channel. It is important to keep in mind that persons, who deliberately want to access the track, will always succeed (the same as with trains and subways). The physical barrier is purely intended as a warning to people that they are accessing an area meant for other means of transportation. Yet another possibility is to construct two concrete ‘rails’ - instead of paving the entire width of the track – or to mark the concrete with a different color. Mixing with other traffic is only possible in a controlled environment at low speeds. This is essential to ensure the safety of operation to both passengers and the other traffic using the same infrastructure. A controlled environment is defined as a location or site where the people visiting that

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particular location or site are regular visitors and thus can be informed and made aware of the regulations and systems installed. They are familiar with the specifics of the location – in this case for instance the automated people mover system. Visitors to the site who are not regular visitors should be made aware of site regulations and systems installed at the gate of the site. This ensures no people are on site, unaware of the automated transportation system and its characteristics.

A low maximum speed of the transportation system is a necessity to ensure optimal safety. As automated systems are not yet able to make anticipations based on events in its surroundings, the braking distance has to be kept minimal. Cross-traffic should therefore be very limited and ensured by means of traffic lights and preferably also traffic beams. A maximum speed should also be set for the other site users. 6.2

STATION DESIGN

The station design will be focused on minimizing the space required and maximizing the flexibility of operations. As flexibility is among others created by using buffer locations, these objectives at times might conflict. Which of the objectives has priority will depend on the location of the station. Furthermore the station design should allow enough space for people to traverse safely, taking into account embarking and disembarking passengers. The station will have to be accessible to disabled passengers (wheelchairs). The raised platform area will be a simple lightly reinforced concrete slab to allow the fixing of signs, information systems and shelter at any location. The slab will be surfaced and platform edges and boarding zone clearly marked. CyberCab II

ParkShuttle II

Modular platform length per boarding position

[m]

4.80 (3.82 + 1.00)

7.00 (6.00 + 1.00)

[in]

189 (150 + 39.3)

275 (236 + 39.3)

Minimum platform dept

[m]

2.00

3.00

[in]

78.7

118

[m]

0.250

0.320

[in]

9.8

12.6

Platform height

Rubber protection edge thickness

[mm]

Max. 20

[in]

Max. 0.8

Instead of the common linear configuration of stations, 2getthere suggests the slanted-berths station as an alternative. The vehicles dock under an angle, allowing for simultanous embarking/disembarking of multiple vehicles. Once a transportation request is received, the vehicles will back out of their berth. The berths are set-up such that they are all very visible from the access of the station. People can board any of the vehicles present. The station is constructed in this way to allow a greater number of berths, while reducing the amount of space needed for the station. Depending on the flow of the station required, berths can be added. Information Automated People Mover Concepts 2getthere Version V

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Each station is fitted with a transportation request module. The design of the transportation request module will depend on the operational scenario for that specific

application. Elements such as service on-demand or on-schedule, specific vehicles for transport of disabled people, multiple destinations/lines halting at the same station need to be taken into account for this design. The request-module is mounted on a pillar. An additional information display returns the confirmation and other information lines. The display is a 2 x 40 character LCDdisplay. Apart from the messages on the departure/arrival display, itshows messages concerning the people mover call functions.

All stations will be created off-line to allow for ongoing traffic. The station design for each specific station will have to be determined during the engineering of the trajectory, taking into account the flow, locations and loops serviced by each particular station. The CyberCab and the ParkShuttle communicate with the Supervisory System by wireless-LAN for the following information exchange:

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•

Status information of vehicles

•

Traffic control

•

Job control

•

Power management

•

Images of onboard camera’s

The wireless-LAN access points are connected to the glass fibre cable, which is also connected to the Supervisory System.

7 SAFETY Both the operational safety and the social safety of the passengers and the system have to be ensured. Operational safety concerns the passengers and people in the surrounding area of the system. The social safety of passengers ensures that others at stations or in the vehicles do not harass passengers. The safety philosophy is an integral part of the normal operation of the system. This is contradictory to other systems where a safety situation is usually an exception – requiring exceptional actions. Making the safety philosophy part of the normal operations ensures a safer and more comfortable ride. 7.1.1

Operational safety

The operational safety of the People Mover system is equipped with multiple layers of safety. System Monitoring The first safety layer is the monitoring system: a human being. Detailed system status overviews are displayed on the overview screen and warnings are highlighted to the system operator who can take the appropriate action. The operator has been trained thoroughly by 2getthere and is capable of responding to normal day-to-day operational issues. In case he or she has any doubts about which action to take, 2getthere can be contacted for assistance. Supervisory Control System: TOMS TOMS is equipped with a fail-safe detection system, which means the program regularly runs a check of all vital system parts. When TOMS detects that one of the checks is incomplete or unsatisfactory, it will report this immediately to the system operator. Also, when a vehicle produces an emergency stop the Supervisory system will immediately show the video images of this particular vehicle on the monitoring screen. Vehicle Control System All vehicles are equipped with various safety systems to provide a safe operating environment. The vehicles are furnished with flashing warning lights, audible signals, emergency stop buttons and a contact and non-contact obstacle detection system.

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The contact obstacle detection system is a pressure sensitive bumper system. If the bumper is activated a signal is generated which stops the vehicle. The large flexible front bumper doubles as an emergency switch at low speeds. The rear bumper is an integrated design of an energy absorbing construction. The non-contact Obstacle Detection System (ODS) is a vital safety component for any AGV. The vehicles are equipped with a rotating laser scanner mounted on the

front of the vehicle. This sensor system creates a sensory shield, which serves as a virtual bumper enabling the vehicle to make a controlled stop prior to contact with obstacles. The vehicles are constantly planning to stop within the obstacle horizon of the sensors, unless no obstacles are detected. In this case the vehicles will continue at the set speed. The sensor system is capable of transmitting two digital signals: upon early detection of obstacles, the “caution” signal is activated, causing the vehicle to gradually reduce speed; as the vehicle approaches the obstacle and reaches a pre-set distance, the “stop” signal is activated, bringing the vehicle to a full stop. The range of “caution” and “stop” zones is adjustable to the speed of the vehicle. At 32 km/h the obstacle detection sensor is looking 35 meters ahead, allowing the ParkShuttle to stop within safe distance of an obstacle. When approaching a station for a stop the sensor is merely looking a few meters ahead. Because of the lower speed the ParkShuttle is still able to safely stop for any obstacle. Each Park Shuttle is equipped with two laser scanners. The second scanner offers an extended detection area, the ability to look further ahead and to reduce the effects of ‘ghost obstacles’. Each sensor has a scanning angle of 100°. The non-contact sensing system, or ‘virtual bumper’, ultimately provides a more comfortable and safer environment for passengers and for other traffic. 7.1.2

Social Safety

An unsafe feeling is a result of vandalism. Eventually the unsafe feeling will lead to fewer passengers, in its turn leading to less passengers paying attention to events happening and thus creating more possibilities for vandalism. The only way to break this never-ending cycle of an increasing unsafe feeling, is by means of supervision, creating safe and supervised spaces and strategic stopping in problem area’s. Supervision Supervision of the system and the passengers both in the vehicles and at the stations is required. Supervision can come from either the direct surroundings or electronically – via cameras.

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As the vehicles have large windows, contact between passengers and their surroundings is easily achieved – a requirement to enable people to pay attention to anything out of the ordinary. Interior camera’s in the vehicles are an option. In case of a disturbance, they allow the supervisor to see the images real-time and determine what is going on. The images will remain available to identify the perpetrators. Because of this the camera’s also have a preventive function. Passengers can contact the supervisor by intercom at any time. Additional safety features for problem area’s, such as an emergency button to alert the police, can be developed.

For the determination of the location of stations, not only the demand but also the location itself is to be considered. A distant station without direct supervision from the surroundings will be more prone to vandalism than a station in the proximity of a busy business, retail or residential area. Camera’s can be installed at stations to ensure safety - images can be watched real-time and are stored to allow identification. Safe and supervised spaces As stations are developed the guidelines of the CTPED (Crime Prevention Through Environmental Design) should be taken into account. These guidelines were drafted to minimize the chance of vandalism and to allow for maximum supervision. Observation


Design to allow for maximum degree of direct supervision
No dark corners, blind spots
Maximize the amount of transparent materials
Ensure good visibility from surroundings
Use camera’s

Access


Define the area clearly
Create at least two entrees/exits
Entrees should be wide with a good overview of the area
Ensure a clean, well-maintained space
Ensure clear information is available
Well-defined and ample lighted routes
Place communication devices

Overview


Ensure a open space with a good overview
Avoid obstacles in the line-of-sight
Install good lighting

Vandalismproof


Install graffiti proof surfaces (busy patterns, anti-graffiti layers, rugged walls, artsworks)
Use sustainable materials
Ensure no screws are visible
Ensure easy maintenance

Strategic Stopping The guidelines do not apply to every station. Certainly not for stations on industrial estates where it is not necessary to stop at night, like it is done during the day. The intensity of the number of stations where the vehicles have to stop can be diminished, allowing the vehicles to pass by certain stations or routes at night where the social safety cannot be ensured. Information Automated People Mover Concepts 2getthere Version V

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