Automatic Metro issam chehimi

1. Automatic Metro
The Best UrbanTravel Experience

2. Main Urban Mass Transit Operators and Passengers needs
System Availability
and Reliability
Short
Waiting Time
and Punctuality
ComfortEnvironmental
Care
No Interferences
with
Urban Traffic
Operation &
Maintenance
Cost savings
Operators Needs Passengers needs
Operation
Flexibility
Adjustable
Transport
Capacity
Efficiency
Attractiveness
of
Public Transport
Safety

3. A Solution….
The Driverless Metro without personnel on board
Unattended Train Operation (UTO)

4. UTO: a Solution to satisfy both Operators and Passenger needs
System Availability
and Reliability
Short
Waiting Time
and Punctuality
Comfort
Environmental
Care
No Interferences
With
Urban Traffic
Operation &
Maintenance
Cost savings
Operation
Flexibility
Adjustable
Transport
Capacity
Efficiency
Attractiveness
of Public
Transport
Safety

5. Train
Movement
Station
Stop
Door
Closing
Failure
Recovery
Conventional
Cab (ATP)
Driver
On-board
attendant
Automatic
Conventional
(ATP-ATO)
Driverless
Driverless
Unattended
Mass Transit
System
Conventional
Manual
 Conventional Manual: driver, no onboard ATP
and presence of wayside signals
 Conventional CAB Signalling: driver, onboard
ATP with protection signal aspects displayed in
the driver’s cab
 Conventional Semi-Automatic Train
Operation (STO): driver, onboard ATP and ATO,
with semi-automatic driving, limited actions
required by driver (open/close doors, failure
management)
 Driverless Train Operation (DTO – GOA3):
Fully automatic, attendant provides customer
care and failure management (i.e. London
Docklands)
 Unattended Train Operation (UTO – GOA4):
Fully automatic, no onboard staff at all, optional
roving attendants (i.e. Copenhagen,
Thessaloniki, Brescia, Taipei, Rome C, Milan 5,
Riyadh, Lima, etc…)
On-board
attendant
Automatic Automatic Automatic
Automatic Automatic
Automatic Automatic
Driver
Driver Driver Driver Driver
Driver Driver Driver Driver
Operating modes and level of automation

6. Train
Movement
Station
Stop
Door
Closing
Failure
Recovery
Conventional
Cab (ATP)
Driver
On-board
attendant
Automatic
Conventional
(ATP-ATO)
Driverless
Driverless
Unattended
Mass Transit
System
Conventional
Manual
On-board
attendant
Automatic Automatic Automatic
Automatic Automatic
Automatic Automatic
Driver
Driver Driver Driver Driver
Driver Driver Driver Driver
Operating modes and level of automation

7. Main advantages of Driverless Unattended Metro vs Conventional
 Lower O&M expenditure due to a significant decreasing of the staff, as drivers and on
board personnel are not required
 There are additional savings in operating costs, since the system is operated in compliance
to an optimum fully automated specification  reduction of energy consumption, components
wearing, spare parts, etc…
 Trains can be shorter (no cabs) and run more frequently without increase expenditure for
staff
 The metro Operators are able to often and easily vary the service frequency to meet
sudden and unexpected transport demands, without increasing the staff costs
 High level of performance, availability and reliability. Headway down to 75s. The
attractiveness of public transport is increased
 High quality of service with high frequencies, even when the tickets incomes don’t justify
the operation, without increasing the staff costs
 Driverless metros are safer than conventional (most rail accidents are caused by human
errors)
 Large benefits in terms of safety and comfort thanks to the Platform Screen Doors
 Train turnover time at terminals is extremely short as trains go into the holding track and
returns immediately  reducing the fleet size needed for operation and consequent savings
in terms of investment and maintenance costs

8.  Train wake-up referring to the operation schedule (the wake up time is chosen
depending from the environmental conditions considering a period of time for warming up
the trains)
 Train move in the line and passenger service start
 Train stops management (number of stops, duration, opening/closing doors, etc…)
based on operation schedule
 Operation auto-adjustment to the schedule in case of delays (extended stops due to
external events, small failures, etc…)
 Passenger information according to operation schedule
Hazard management: fire, snow, ice, primary power supply black-out, request from
passenger for train stop or door opening  the system recognize the event and adapt
itself, referring on predefined scenarios, converging to the best configuration for the whole
circulation
 Trains move out from the line at the end of the service
 Automatic train washing (external)
 Automatic train parking in the stabling area
Main Unattented Functions:
Management of the entire Mission

9.  Failure management from the Control Room (trains/platform doors releasing, etc…)
 Automatic rescue through coupling train recovery
 In case of failure, the train could continue to be operated in a degraded mode by
decreasing its performance profile (i.e. the system notify that a bogie is not braking properly:
the primary braking system of that bogie will be disabled, while the emergency one will be
kept in service, then the operation profile is adjusted referring to the current train breaking
capability)  safety guaranteed
 Route reconfiguration in case of a failure that could cause the temporary unavailability of
a certain section of the line
 In general, the failure management objectives are:
 Keep the train in service (assuring safety condition) for the whole mission, also by
operating in a degraded mode
 In case of a major failure that compromise the train operation in safety condition,
take the train to the next station
Main Unattented Functions:
Failure Management

10. Driverless Unattented Metro main features
The Driverless Unattended Metro assures high performances, from technical to transportation point of view. It
allows a flexible Operation around the clock 7 days a week, ensuring a large range of transport capacity
according with different headway and train length.
The AnsaldoSTS driverless unattended metro solutions around the world (Copenhagen M1/M2 operated by
AnsaldoSTS since 2002, Milan line 5, Brescia, Rome line C, Thessaloniki, Taipei, Riyadh, PNU, Piyadh
Line 3, Copenhagen Cityringen M3/M4, Honolulu, Milan line 4, Lima, etc…) provide effective answers to all
customer need:
• Transport Capacity from few thousands pphpd of light system operationg short trains, up to 60.000 pphpd and
more of heavy systems operating long trains
• Flexible Operational Headway up to 75 sec (design headway up to 60 sec)
• Max Speed up to 100 km/h
• Train width up to 3 m
• Train length over 100 m

11. 2008 Service
Availability
year average:
98,6%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

12. 2009 Service
Availability
year average:
98,6%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

13. 2010 Service
Availability
year average:
98,2%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

14. 2011 Service
Availability
year average:
98,8%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

15. 2012 Service
Availability
year average:
98,4%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

16. 2013 Service
Availability
year average:
98,6%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

17. 2014 Service
Availability
year average:
98,7%
Contractual Target
98,0%
Service Availability Formula: (1 – (missed departures / planned departures))*100
Performance Parameters
System Service Availability (Copenhagen M1/M2)

18. Copenhagen M1/M2 Monthly Passengers years 2008-2014
Driverless Unattended Metro
Increased level of
public transport
attractiveness
0
1,000
2,000
3,000
4,000
5,000
6,000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2008
2009
2010
2011
2012
2013
2014
KiloPassengers/Year
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2008 3.600 3.600 3.405 3.750 3.990 3.880 3.210 3.690 4.070 4.345 4.300 4.271
2009 4.210 4.100 4.500 3.900 4.060 4.050 3.300 3.900 4.200 4.500 4.300 4.800
2010 4.400 4.400 4.700 4.000 4.200 4.200 3.380 4.100 4.500 4.600 4.800 5.100
2011 4.700 4.500 4.960 4.340 4.500 4.200 3.600 4.300 5.000 4.800 4.850 5.100
2012 4.700 4.600 4.990 4.350 4.600 4.300 3.660 4.200 5.100 4.800 4.900 5.200
2013 4.730 4.620 4.990 4.450 4.630 4.320 3.690 4.210 5.100 4.810 4.920 5.210
2014 4.730 4.630 4.995 4.470 4.640 4.330 3.695 4.220 5.120 4.820 4.925 5.230

19. 18
Ansaldo – Worldwide Leader in Unmanned Driverless Metros

20. Ansaldo STS Turnkey E&M Contractor,
Operator, Maintainer
Copenhagen Metro awards
Winner: Driverless Metro of the Year
Winner: World Metro of the Year
Winner: European Metro of the Year
Ansaldo STS Driverless metro

21. Copenhagen M1/M2 Driverless Metro – unattended train operation
Features
Passenger service around the clock
Line length phase 1-3 21.5 km
Min Headway (Day) 90 sec
Min Headway (Night) 15 min
Train capacity (4 p/m2) 300 pass
Line capacity (4 p/m2) 12,000 pphpd
Passengers/year phase 1-3 61 million
Fleet
34 – 3 cars trains of
39m
Commercial speed 39 km/h
Max speed 80 km/h
Third rail power supply 750Vdc
In passenger service and operated by AnsaldoSTS since
2002
•Phase 1 + 2
Lenght: 17,5 Km
Stops: 17
(9 underground, 8 ground level)
• Phase 3
Lenght: 4 Km
Stops: 5
(all ground level)
May 2003
October 2002
December 2003
October 2007

22. Supply
– System Design/Integration
– Technological systems
– Equipment
– Rolling Stock
Operation & Maintenance
– Mobilization
– Staff
– Operation
– Rules and procedures
– Maintenance
Copenhagen: a successful case  Supplier, Operator and Maintainer

23. Total Staff : 266
Copenhagen Operation & Maintenance Metro Service Staff Division
3%
49%38%
10%
Management
Operation
Maintenance
Others
O&M costs saving approx 30% compared to a
similar conventional metro
~ 5 Million TrainKm / year

24. Driverless Unattended metro: Main sub-systems
 ATC (Automatic Train Control)
 Rolling Stock
 Passenger Security & Information System
 Telecommunications, Radio System
 SCADA
 Power Supply & Traction Power
 Control & Maintenance Centre
 Platform Screen Doors
 Tracks

25. Main sub-systems: Control and Maintenance Centre
Trains dispatchersSCADA controller
Passengers safety controllers
Supervisor
• The CMC area contains: workshop
track area (for storage, testing, wheels
re-profiling, change of bogies, interior
maintenance, under-frame
maintenance, graffiti removal, interior
cleaning, external washing), control
room, emergency control room, offices,
electrical substation
• The CMC is divided in a driverless
area and a manual area (maintenance
workshop)
• 11,000 sqm
• 5 km tracks
• 800 m test track

26. Main sub-systems: Control and Maintenance Centre

27. “Pits and Pillars” in the Maintenance Facility
Main sub-systems: Control and Maintenance Centre
Advantages of the ASTS Fully System Approach

28. Length: 39 m Width: 2.65 m 6 doors x side Styling by Giugiaro Design
4 bogies
(1 trailer, 3 motors)
Alluminium Body IGBT inverter All equipment underframe (except
ventilation)
October 2002 : 15 March 2005: 30
May 2003 : 19 Today 34
October 2003: 25
Main vehicle characteristics
Main sub-systems: Rolling stock

29. Interior of Train
Emergency Manual Driving Panel
Main sub-systems: Rolling stock

30. Ansaldo STS Driverless Unattended Metros in the world
Copenhagen
M1/M2
Brescia Thessaloniki
Rome
line C
Milan
line 5
Taipei (CBTC)
Riyadh
PNU
Copenhagen
Cityringen
(CBTC)
Honolulu
Milan
Line 4
(CBTC)
Lima
Line 2-4
(CBTC)
Riyadh
Line 3
(CBTC)
21 km
double track
double tunnel
and viaduct
13.7 km double
track single
tunnel
9.5 km double
track double
tunnel
25 km
(+17)
double
track
double
tunnel
12.6 km
double
track single
tunnel
15.4 km
double track
viaduct
11.3 km
double track
viaduct
17 km
double track
double tunnel
32 km
double
track
viaduct
15.2 km
double
track
double
tunnel
35 km double
track single
tunnel
40.7 km
double track
double tunnel
and viaduct
22 stations 17 stations 13 stations 30 stations
(+12)
19 stations 14 stations 14 stations 17 stations 21 stations 21 stations 35 stations 22 stations
min
headway
90 s
min
headway
90 s
min
headway
90 s
min
headway
120 s
min
headway
75 s
min headway
90 s
min
headway 90
s
min
headway
100 s
min
headway
90 s
min
headway
75 s
min
headway
80 s
min
headway
90 s
12,000
pphpd
(4p/m2)
17,000 pphpd
(6p/m2)
21,000
pphpd
(6p/m2)
36,000
pphpd
(6p/m2)
28,000
pphpd
(6p/m2)
26,000 pphpd
(6p/m2)
4,400 pphpd
(2.5p/m2)
12,000
pphpd
(4 p/m2)
7,200
pphpd
(3.2 p/m2)
28,000
pphpd
(6p/m2)
Line 2 32,500
pphpd
Line 4 15,500
pphpd
(6p/m2)
20,960 pphpd
(4p/m2)
34 trains
3 cars per train
(39m)
21 trains
3 cars per train
(39m)
18 trains
4 cars per train
(50m)
30 (+13)
trains 6
cars per
train
(108m)
21 trains,
4 cars per
train (50m)
17 trains
4 cars per
train (70m)
22 trains
2 cars per
train (29m)
28 trains
3 cars per train
(39m)
40 trains 2
cars per
train
(38.5m)
47 trains
4 cars per
train (50m)
42 trains
6 cars per
train (108m)
47 trains
2 cars per
train (37m)
13 + 3 years
O&M
in operation
since 2002
2 years of
operation
7 years of
maintenance
3 years of
service
assistance
Local
existing
Operator
training
27 years
O&M as
member of
the
Concess.
Future system
extension:
52 km,
56 stations,
64 trains
3 years O&M 5 + 3 years
O&M
12 years
O&M
25 years
O&M as
member of
the
Concess.
30 years O&M
as member of
the Concess.
Ansaldo STS has been developing 250 km of Unattended Metros all over the world

31. Thank You for attention…
Global Resources
Local Response
Complete Transportation Solutions

32. Back-up slides
Global Resources
Local Response
Complete Transportation Solutions

33. Copenhagen M3/M4 City Ringen Driverless Metro
Features
Line length 17 km
Min Headway 100 sec
Stations 17
Train capacity (4p/m2) 300 pass
Line capacity 11,000 pphpd
Fleet 28 trains of 39m
Max speed 90 km/h
Third rail power supply 750 Vdc
Stopping accuracy +/- 30cm
Operational service 24/7
Technologies CBTC Driverless
Operation 2018

34. Riyadh Driverless Metro PNU
Features
Line length 11.3 km
Min Headway 90 sec
Stations 14
Train capacity (2.5 p/m2) 110 pass
Line capacity (2.5 p/m2) 4,400 pphpd
Fleet 22 - 2 cars trains of 29m
Commercial speed 24 km/h
Max speed 60 km/h
Third rail power supply 750 Vdc
In operation since 2012 – Operation support by ASTS
11.3
14

35. CASAZZA
KOSSUTH
EUROPA
OSPEDALE
MARCONI
BATTISTI
VERDI
GRAMSCI
STAZIONE
BRESCIA DUE
LA
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A
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O
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LTA
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LIA
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B
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N
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S.PO
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1
S.PO
LO
2
SA
NPO
LIN
O
S.EUFEM
IA
DEPOT
PREALPINO
CONCESIO
O
R
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UO
VI2
O
R
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UO
VI1
SA
LG
A
R
I
R
O
D
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FIERA
P
P
P
P
P
P
P
P = PARKING
Brescia Driverless Metro
Features
Line length 13.7 km
Min Headway 90 sec
Stations 17
Train capacity (6p/m2) 425 pass
Line capacity (6p/m2) 17,000 pphpd
Fleet
21 – 3 cars trains of
39m
Max speed 80 km/h
Third rail power supply 750 Vdc
In passenger service since March 2013, first 2 years of
operation support by ASTS

36. Milan Line 4 Driverless Metro
Tratta 1: S. Cristoforo - Sforza Policlinico
Tratta 2: Sforza Policlinico - Linate
Features
The project is an underground metro line (double tunnel)
3.5 km shuttle service from “Linate” station to “Forlanini” (from
Airport to Railway Station) during the whole Expo time (April-
Sept 2015)
Line length 15 km (2 section of 7.5 km each)
Min Headway 75 sec
Stations 21 stations – underground
Train capacity (6 p/m2) 600 p
Line capacity 24.000 pphpd
Fleet 47 trains of 50 m
Max speed 90 km/h
Third rail power supply 750 Vdc
Stopping accuracy +/- 30 cm
Operational service 18h/day, 7 day/week
Operation phase 1 2015 – CBTC Driverless

37. Milan Line 5 Driverless Metro
Features
First part of a system consisting of 3 phases
15,8km in total
Project Financing contract
Line length 12.6 km (phase 1+2)
Min Headway 75 sec
Stations 19
Train capacity (6p/m2) 560 pass
Line capacity (6p/m2) 28,000 pphpd
Fleet
21 – 4 cars trains of
50m
Third rail power supply 750 Vdc
Phase 1 in revenue service since February 2013

38. Rome Line C Driverless Metro
Features
First part of a system consisting of 2 phases
42 km in total
Line length 25 + 17 km (Phase 1 + 2)
Min Headway 120 sec
Stations 30 + 12 (Phase 1 + 2)
Train capacity (6p/m2) 1,200 pass
Line capacity (6p/m2) 36,000 pphpd
Fleet
30 +13 (Phases 1 + 2) 6
cars trains of 108m
Overhead contact line power supply 1,500 Vdc
In operation since 2014

39. Thessaloniki Driverless Metro
Features
Line length 9.5 km
Min Headway 90 sec
Stations 13
Train capacity (6p/m2) 525 pass
Line capacity (6p/m2) 21,000 pphpd
Fleet 18 – 4 cars trains of 50m
Third rail power supply 750 Vdc
Operation 2016

40. Taipei Circular Line Phase 1 Driverless Metro
Features
Phase 1 Phase 2 Final
Line length
15.4km 30km 51.9km
Min Headway 90 sec 90 sec 90 sec
Operational Headway 240 sec 240 sec 90 sec
Stations 14 28 56
Line capacity (6p/m2)
9,750
pphpd
9,750
pphpd
26,000
pphpd
Train Fleet
17
4 car trains
tbd
4 car trains
64
4 car trains
Depots 1 1 3
Commercial Speed 35km/h
Noise Level
[LEQa1H@15m]
70 [morn] – 65 [night] – 60 [aftern] dBA
Operational service 20hr a day /365 day a year
Technologies CBTC signalling Driverless
Operation 2016
Phase 1
Phase 2
Final

41. Features
The project is an elevated metro line
Line length 32 km
Min Headway 90 sec
Stations 21
Train capacity (3,2p/m2) 318 p
Required initial line capacity 7.200 pphpd
Fleet 40 2-car trains of 39 m
Max speed 105 km/h
Third rail power supply 750 Vdc
Stopping accuracy +/- 30cm
Operational service 20h/day, 7 day/week
Operation 2017 (first segment)
Honolulu Rail Transit Project Driverless Metro

42. Riyadh Driverless Metro package 2 – Line 3
Features
The project is a metro line partially elevated and partially
underground
Line length 40,7 km
Min Headway 90 sec
Stations 22
Train capacity (3-4p/sqm – 1st-
2nd class)
262 p
Line capacity
20.960 pphpd (in double
train composition)
Fleet 47 2-car trains 37m
Max speed 80 km/h
Third rail power supply 750 Vdc
Stopping accuracy +/- 30cm
Operational service 20h/day, 7 day/week
Operation 2017

43. Lima Driverless Metro Line 2 and 4
Features
The project is a metro line double track single tunnel
Line length 35 km
Min Headway 80 sec
Stations 35
Line capacity
Line 2 32,500 pphpd
Line 4 15,500 pphpd
(6p/m2)
Fleet
42 trains
6 cars per train (108m)
Third rail power supply 750 Vdc
Stopping accuracy +/- 30cm
Operation 2016 phase 1