Eng. issam chehimi part 1 the driverless unattended metro


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Eng. issam chehimi part 1 the driverless unattended metro

  1. 1. An innovative solution for urban mobility:Part 1 - The Driverless Unattended Metro Issam CHEHIMI GCC Manager1
  2. 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 Transport2
  3. 3. A Solution…. The Driverless Metro without personnel on board Unattended Train Operation (UTO)3
  4. 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 4
  5. 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. 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 6
  7. 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 7
  8. 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 pphpd8
  9. 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 9
  10. 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 ofCivil Power Rolling design phase, the Transportation System isWorks Signalling Supply Telecom … Stock conceived as a whole and each technology gain benefits. The overall system performances are higher then achievable through a simple integrationCivil Rolling System/Safety Approach: PowerWorks 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 accountCivil Power Rolling the specific O&M needs and criticalities since theWorks Signalling Supply Telecom … Stock O&M beginning of the concept and design phase10
  11. 11. Civil Power Rolling Full System Approach: in orderWorks 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…11
  12. 12. Success after Success: The Copenhagen Cityringen12
  13. 13. Attractiveness for passengers Millions of Passengers Increased level of Driverless Unattended Metro public transport attractiveness13
  14. 14. Exemple of unattended Metro in the GCC:Princess Noura University for WomenThe 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.14
  15. 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 operation15
  16. 16. Thank You for attention… Global Resources Local Response Complete Transportation Solutions Issam CHEHIMI GCC Manager16