Guidebook for Planning and Implementing Automated People Mover Systems at Airports (2010) / Chapter Skim
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50 Chapter 7 described the higher-level technology assessment where APMs are compared and contrasted with buses and moving walks for meeting the airport's conveyance needs. If the APM technology emerges from this assessment as the optimal technology and worthy of further investigation, then a planning-level APM system definition is performed.
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Level-of-Service Decision-Making Flow Key: Process Data Output Start/ End Planning Process Decision-Making Flow APM Benefits Alignment Stations Guideway/ROW Capital Costs Operations & Maintenance Costs Cost–Benefit Analysis Financial Strategies Power Distribution Command, Control, and Communications Ridership System Capacity NEED System Level of Service Evaluate System Level of Service Evaluate System Level-of-Service Measures Environmental Final Design Procurement Defined APM System Functions Served Service Req'ts. Maintenance Facility Walk & Time Thresholds Source: Lea+Elliott, Inc.
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guideway. Some APM systems allow for emergency egress along the guideway itself, with passengers evacuating from the front or rear of the train.
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Visual connectivity -- It is preferable to provide opportunities for visual connections such as between stations and activity centers or among stations. The trip will seem shorter if passengers are able to see where they are going.
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as possible to achieve minimum turnback times and thus minimum headways. This typically requires a constant track separation for a length of the track adjacent to the end-station.
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Crossover Area Guideway Crossover tracks help provide APM system redundancy by allowing active trains to bypass a disabled train. The primary purpose of the guideway structure in this area is to provide support for mainline tracks, as shown in Figure 8.1-3.
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successive factors to determine a peak-hour, peak-direction APM passenger volume for the design hour.
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57 Source: Lea+Elliott, Inc. Figure 8.2.1-1.
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this more-detailed information, passenger volumes to and from airside APM stations can be determined at the minuteby-minute time increment as opposed to the 15- to 20-minute (surged hourly) basis of the top-down ridership approach.
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type of technology selected. The majority of APM vehicles have capacities of 50–75 passengers at airports, depending on their baggage characteristics.
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electric resistance wires or pipes with heated solutions in the running surface) might be provided for the running tracks on sections of the guideway exposed to the elements to aid in maintaining good tire adhesion in the event of snow or ice.
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and diverge areas (switches)
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planning purposes, usually a minimum headway is limited to about 90 seconds. Shorter headways might be possible for some technologies and configurations, but being too optimistic could have negative consequences if subsequent technology selection and operations prove not to meet this standard.
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Inc., Doppelmayr Cable Car (DCC) , and Leitner-Poma Mini Metro.
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(e.g. a series of station-to-station shuttles to operate around a blocked link)
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Platform Configuration The barrier walls, door sets, and passenger queuing area within an APM station are called the platform. A single APM station may have multiple platforms.
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The flow-through movement that it provides permits the deboarding passenger unobstructed access for alighting the trains while affording boarding passengers the same unobstructed access. Boarding and deboarding passengers are not required to use the same doors and platform spaces.
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The station has doors that align with a stopped train, and the two-door systems work in tandem. The automatic station platform doors provide a barrier between the passengers and the trains operating on the guideway.
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68 Source: Lea+Elliott, Inc. Figure 8.4.1-3.
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69 Source: Lea+Elliott, Inc. Figure 8.4.1-5.
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The concentration of passenger demand within a facility influences the location of vertical circulation on the platforms. Vertical circulation should, if possible, access the locations of the facility where passenger demand is concentrated.
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above or below the platform, which might be either the ticketing level of a terminal or the baggage claim level. Perceived safety issues -- Passenger's safety is a primary focus of planning APM stations.
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Personal-space level-of-service recommendations commonly use a scale of six levels of service to denote personal space allocations. The highest level of service, A, denotes a personal-space allocation that allows passengers freedom of movement and choice of walk speed and direction of travel.
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gestion builds at the load point of the escalators and elevators, the percentage of passengers choosing to use the stairs will increase. Stairs need to be readily accessible along the path of the passengers, or they will typically be bypassed.
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NFPA 130 and local building codes sometimes conflict, and these conflicts must be resolved to arrive at a station design. For example, in the case of designing emergency egress, NFPA 130 often has more stringent requirements than the local building codes in effect for an APM project.
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circulation zones, and vertical circulation elements. The combination of elements to define the minimum width and length depends upon the station configuration and location of the vertical circulation elements.
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maintenance and repair shops, spare parts storage, administration offices, locker rooms, meeting rooms, and all other facilities needed to maintain the system. However, an offline MSF will typically also have a train yard composed of several tracks joined by switches, in order to allow effective routing between the maintenance building, vehicle storage area, vehicle wash facility, and test track.
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are tested on the mainline guideway. If the MSF is offline, it is useful to have a separate, dedicated test track so that there is no service disruption on the passenger-carrying portion of the system while dynamic tests of the cars are performed.
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The CCF of an APM typically houses: • The consoles and displays that the system operator(s) use to supervise all aspects of system operations -- the central control room (CCR)
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8.7.2 Local Utility Interface Requirements In planning an APM system, an important element is the estimate of electrical power demand. Power demand is a function of the length of the system, fleet size (particularly the peak period operating fleet)
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secondary feed until the primary feed power is available. This ensures that the primary power feeders do not present a single point of failure that would shut down system operation.
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Equipment rooms -- Equipment rooms are typically located at each station, central control, the maintenance facility, and along the wayside as needed. These rooms house control and interface equipment for the station doors, dynamic signage, CCTV, automatic train control equipment, UPS equipment, PA system equipment, and other related electronic equipment.
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Comprehensive APM system safety and security programs typically include the following components: • System safety program plan (SSPP) , • System security plan (SSP)
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The airport should require the APM supplier to develop a technology-specific SSPP. This would expand the airport's SSPP to include: (1)
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Optimizing the passenger experience is the focus of many APM planning methodologies. For an airside APM at a hubbing airport requiring quick and convenient gate-to-gate connections, the passenger experience on the APM can be critical to the airport's success.
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no two APM systems are exactly alike, historical data must be processed carefully with respect to several factors that affect the bid prices; including: Landside/airside -- The costs of construction activities at airports vary based on whether the project is located within any of the airport operations area (AOA) , secure passenger areas, sterile international passenger areas, main terminal areas, or landside areas.
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present. This should include the effect of the project duration (midpoint estimate basis, for example)
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these formats; it is therefore included as a single, separate contract price. The capital cost estimate is often the most important APM analysis performed during the planning process.
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ice, and high winds. These events determine the cost impact for guideway heating, emergency shutdown, and backup operations.
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