Eng. issam chehimi part 1 the driverless unattended metro
1. An innovative solution for urban mobility:
Part 1 - The Driverless Unattended Metro
Issam CHEHIMI
GCC Manager
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2. Main Urban Mass Transit Operators and Passengers needs
Operators Needs Passengers needs
Operation & Short
Maintenance System Availability Waiting Time
Cost savings and Reliability and Punctuality
Operation Environmental Comfort
Flexibility Care
Adjustable No Interferences
Efficiency with
Transport
Capacity Urban Traffic
Attractiveness
of
Safety
Public Transport
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3. A Solution….
The Driverless Metro without personnel on board
Unattended Train Operation (UTO)
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4. UTO: a Solution to satisfy both Operators and Passenger needs
Environmental
System Availability Care Adjustable
and Reliability Transport
Capacity
Operation &
Short
Maintenance
Waiting Time
Cost savings
and Punctuality
Operation Comfort
Flexibility
Efficiency Safety
Attractiveness No Interferences
of Public With
Transport Urban Traffic
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5. Operating modes and level of automation
Mass Transit Train Station Door Failure
Movement Stop Closing Recovery
System
Conventional Manual: driver, no onboard
ATP and presence of wayside signals Conventional
Manual
Driver Driver Driver Driver
Conventional CAB Signalling: driver,
onboard ATP with protection signal aspects
displayed in the driver’s cab Conventional
Cab (ATP)
Driver Driver Driver Driver
Conventional Semi-Automatic Train
Operation (STO): driver, onboard ATP and
ATO, with semi-automatic driving, limited Conventional
actions required by driver (open/close (ATP-ATO)
Automatic Automatic Driver Driver
doors, failure management)
Driverless Train Operation (DTO): Fully On-board
On- On-board
On-
automatic, attendant provides customer Driverless Automatic Automatic
attendant attendant
care and failure management (i.e. London
Docklands)
Unattended Train Operation (UTO): Fully Driverless Automatic Automatic Automatic Automatic
Unattended
automatic, no onboard staff at all, optional
roving attendants (i.e. Copenhagen,
Thessaloniki, Brescia, Taipei, Rome C,
5 Milan 5, Riyadh, etc…)
6. Operating modes and level of automation
Mass Transit Train Station Door Failure
System Movement Stop Closing Recovery
Conventional
Manual
Driver Driver Driver Driver
Conventional
Cab (ATP)
Driver Driver Driver Driver
Conventional
(ATP-ATO)
Automatic Automatic Driver Driver
On-board
On- On-board
On-
Driverless Automatic Automatic
attendant attendant
Driverless Automatic Automatic Automatic Automatic
Unattended
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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
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8. Driverless Unattented Metro main features
The Driverless Unattended metro assures high performances, from technical to transportation
point of view.
Service around the clock (24h/day 7days/week)
Min service headway 75 s
2 cars train length 29 m to 38.5 m
3 cars train length 39 m to 55 m
4 cars train length 50 m to 78 m
6 cars train length 80 m to 108 m
Train width 2.65 m / 2.85 m
2 to 4 doors per car per side
Aluminum bodyshell
IGBT traction inverter
under body equipment easy maintenance
Min curve radius 50 m
Max speed 90 km/h
Train Capacity (6p/m2 – train 3 to 6 cars) 434 to 1.200 pass
Max system transport capacity (6p/m2 – train 3 to 6 cars) 20,832 to 57,600 pphpd
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9. Performance Parameters - Service Availability (Copenhagen M1/M2)
2010 Service
Availability
year average:
98,4%
98,0% Contractual Target
Service Availability Formula: (1 – (missed departures / planned departures))*100
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10. From Integrator to Full System Approach
Power Rolling Integrator: The transportation system is
Signalling
Supply
Telecom
… Stock conceived just assembling a certain number of
technologies. It has low performances and it’s not
suitable for high technology and complex applications
System Approach: since the beginning of
Civil Power Rolling design phase, the Transportation System is
Works
Signalling
Supply
Telecom
… Stock conceived as a whole and each technology gain
benefits. The overall system performances are higher
then achievable through a simple integration
Civil Rolling
System/Safety Approach:
Power
Works
Signalling
Supply
Telecom
… Stock System Approach should focus on safety for more
reliable, safe and with higher performance than a
generic System Approach
Extended System Approach:
Extend the system approach, taking into account
Civil Power Rolling the specific O&M needs and criticalities since the
Works
Signalling
Supply
Telecom
… Stock
O&M
beginning of the concept and design phase
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11. Civil Power Rolling Full System Approach: in order
Works
Signalling
Supply
Telecom
… Stock
O&M
to effectively answer to all the transportation
solutions market needs, it is important to
improve the System conception from the
Extended to the Full System Approach,
taking into account all the possible
transportation system’s External
External Constraints* Constraints during all the project’s phases
(from design to O&M)
• Viability/environmental impact
• Pollution/CO2 reduction
• Eco-sustainability
• Energy saving requirements
• Extreme climatic conditions With this new vision the, transportation systems are
• Particular security
not just the solutions to the traffic congestion but are a
requirements
* • Urban development needs
living part of the city answering to the passenger and
• Passenger/Operators needs not operators needs of today and tomorrow
strictly related to system
performances
• Video-analytics
• Alarm management
• And much more…
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13. Attractiveness for passengers
Millions of Passengers
Increased level of
Driverless Unattended Metro public transport
attractiveness
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14. Exemple of unattended Metro in the GCC:
Princess Noura University for Women
The first Driverless Unattended Metro in the Kingdom of Saudi Arabia
In the North of the Saudi Capital Riyadh, a huge site is under construction in order to
host the biggest University in the world in one single site.
The PNU-APM, is a 11.5 km of high technology serving the whole campus of the
university and enabling the students to access easily to each part of the campus
(faculties, housing, recreation areas, etc…). The line is completely on viaduct, has 14
stations and is characterized by a central loop of 6 km.
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15. Riyadh PNU-APM main features
Features
Line length: 11.5 km viaduct
Min Headway: 90 s
Stations: 14
Station platform length: 35 m
Train capacity (2.5 p/m2): 110 pass
Line capacity (2.5 p/m2): 4.400 pphpd
11.5
Fleet: 22 (2 car) trains of 29m 14
Commercial speed: 24 km/h
Max speed: 60 km/h
single viaduct with
Civil work structure:
double tracks
Maintenance & Storage
1 (Area: ≈ 100,000 m2)
Facility:
Third rail power supply: 750 Vdc
Under construction, soon in operation
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16. Thank You for attention…
Global Resources
Local Response
Complete Transportation Solutions
Issam CHEHIMI
GCC Manager
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