Fully Automatic Metro operation – A possibility for today, a must for tomorrow

With hectometric transport, automated people movers (APM), driverless metro and automated guide-way transit (AGT), there seems to be no limit to the creation of words and acronyms. As a consequence, there is a lot of confusion about rail systems featuring some level of automation.

However, in recent years, there have been attempts at clarifying the issue and the definition of Unattended Train Operation (UTO) emerged as a more neutral and accurate concept. It refers to transport systems in which guided vehicles are run fully automatically without any operating staff on-board.

Since the early days of automation in the 1970s, UTO systems have been implemented in a number of different places, and UTO is more widespread than some newcomers might think. Aware of the vital impact that automation has on the cost efficiency and performance of metro systems, UITP has been dealing with this issue since the 1980s.

Metro automation is no longer exclusively for new lines, but also increasingly considered for line modernisation and signalling upgrade. This recent trend is arousing even more interest in automation. The current number of projects for new lines and modernised lines shows that it is not only an interesting issue for the future, but a reality that all metro operators should be familiar with, or at least aware of.

UITP forecasts that by 2020, 75 per cent of all new lines will be designed and implemented for UTO, and 40 per cent of the existing lines undergoing major overhaul will be upgraded to UTO capability.

UTO for public transport applications in the world

UTO applications are found in public transport to serve airport terminals, leisure parks, campuses or residential areas. In 2007, 49 UTO lines are in operation in 40 cities. Some 30 lines are for public transport services, 12 are for airport services and a further seven are for other types of shuttles – such as leisure parks and universities. Another 15 systems are in construction and 10 in the advanced planning stage. These systems were pioneered simultaneously in Western Europe, North America and the Far-East, and are still primarily found there.

In the early 70s, the USA pioneered the concept with small-scale systems serving district communities or parks. Public transport rubber-tyre applications started in the early 80s in Japan (Osaka, Kobe) and France (Lille), and Vancouver was not far behind. In the early 90s, Japan and France continued to develop UTO with extensions and new systems in Kobe, Tokyo, Lyon, Toulouse, Lille, and Paris; and by the end of the decade, other parts of Asia joined, with Kuala Lumpur and Singapore following. The latter city currently has five systems over 50 kilometres and a further 33 kilometres is expected to start service operation by 2010, making it the most UTO intensive city in the world. The new century saw the opening of UTO in Copenhagen, Rennes, Vancouver, Hong Kong, Torino and Toulouse.

With the conversion of line 1 to UTO without interrupting their services, RATP in Paris have taken up a new challenge that will mark the history of metro development. Completion is expected by 2010 and it is foreseen that many cities will follow. In the coming three years, new lines will start operation in Lausanne, Nürnberg, Tokyo, Vancouver, Barcelona (which will have the longest single line at 43 kilometres), Milan, Rome, Helsinki, Budapest, Dubai and a number of Korean cities. Public transport UTOs remain – with the notable exception of Vancouver – a Western European and Asian innovation. In the USA, UTO remains a specialised system for airports, parks and district areas.

Principles

The performance of mass transit systems is largely dependent on the performance of the train control. With increasing automation, the responsibility for operation management is passing from the driver to the system. A train control system comprises functions for supervision, operation and control of the entire operational process. It can feature different degrees of automation such as manual train operation, semi-automated train operation and unattended operation. Indeed, there can be various types of communication between track and train. Communication between both has benefited from the progress of Information and Communication Technology (ICT). Traditional equipment, such as induction loops or beacons, are increasingly being replaced by radio communication. The paradigm has evolved from intermittent to continuous train tracking, allowing optimised infrastructure capacity and shorter headway.

Benefits of UTO

UTO has many benefits and many beneficiaries; not to mention customers, operators and funding authorities. With UTO, the computerised system can optimise the running time of trains. UTO metros have a relatively high average speed with a short dwell time in stations ranging from 15 to 40 seconds, depending upon the station size. This results in a shorter journey time for travellers.

Not having the significant labour cost factor for drivers allows trains to run more frequently, even during off-peak periods. In line with requirements or sudden demand surges – such as sporting or cultural events – UTO systems are able to inject additional trains onto the line and thereby increase service supply to meet the real needs of passengers. Such an easy adaptation of supply to demand also results in better use of the assets and less overcapacity supply at off-peak times.

UTO needs fewer personnel to actually run the system. As a consequence, the operator has the possibility to deploy staff in stations to provide an added-value service to customers by assisting with machines or providing travel information. UTO systems are, most of the time, part of a wider public transport network. By providing quicker and more frequent services, UTO also contributes to increasing the overall attractiveness of the larger system.

Recent rail accidents in previous years have confirmed that one of the major causes of accidents is human error. A properly designed UTO introduces a much higher level of reliability and safety in train operation by removing this risk factor. For new systems, all these benefits can be afforded for only marginal extra costs. Due to higher reliability, it is possible to achieve more capacity with a stable (or even reduced) fleet size. The technical reserve (spare vehicles) can also be downsized, and more importantly, a metro system becomes affordable for smaller cities. Indeed, when demand is moderated and trains run more frequently, the system does not need to be oversized to cope with peak demand. Accordingly, civil structure works can be on a smaller scale.

With regards to operation costs, UTO can boast significantly lower figures than conventional metros. Empirical research suggests that halving operation costs is common. Next to the number of projects currently in the construction or advanced planning stage, a number of new factors highlight the need for an updated study.

Some organisations already have a wealth of operation experience and feedback, and it was useful to consolidate this information and contribute to knowledge sharing. This new study concentrates know-how from Barcelona, Copenhagen, Hong Kong, Lille, Lyon, Milan, Nürnberg, Paris, Rennes, Rome, Singapore and Vancouver.

Some equipment, such as platform screen doors (PSD), Obstacle detection systems (ODS) or Communication Based Train Control (CBTC) are new and are permanently evolving, but have the added value of being in operation. It has always been necessary to go beyond the segmented sub-system approach, such as infrastructure, rolling stock or operation. But with automation, holistically considering the system is of paramount importance. The ATC/ATO or the PSD are examples of equipment and systems that cannot be treated separately and need to be fully integrated to work properly.

Customer care in staff-less trains requires this function to be performed in new ways; so train recovery or evacuation procedures will have to be reviewed. With UTO, the safety and flexibility expectations of customers are different from those of a conventional line. Similarly, employees are transferred from routine duties to take up a new role; generally being more versatile and autonomous and focussing on customer care. Therefore, training and skill levels have to be adapted accordingly.

A multi-layered approach was used to create this innovative study. It gives a general overview of the position of most experienced companies about a number of issues at stake using frequently asked questions (FAQs). For each FAQ, a common practice is provided, which attempts to describe a trend across the cities. It is also possible to access some specific aspects dealt with by each individual company, and to go deeper into the details down to specific case studies.

Also, because ‘a picture is worth a thousand words’, a section called frequently asked pictures (FAP) was made to give a visual idea of various designs, equipments and solutions at a glance. To complement this state-of-the-art overview, the supply industry was asked to give its opinion on future developments and trends. Finally, the mapping of UTO systems has been revised and updated to constitute the first and most comprehensive atlas of UTOs. For more information on the CD-ROM Taking the route of metro automation, contact [email protected]