t railway technology today 13 (edited by kanji wako) … · · 2015-07-2158 japan railway &...

58 Japan Railway & Transport Review 26 • February 2001

Technology

Technolo gy

Copyright © 2001 EJRCF. All rights reserved.

Railway Technology Today 13 (Edited by Kanji Wako)

New Types of Guided TransportAkira Nehashi

Monorails

Monorail cars run on rubber tyres thateither straddle a single rail girder or hangsuspended from it. The monorail offers anumber of advantages, such as: smallfootprint of structural components onground; ability to negotiate relatively steepgradients and tight curves; high ridecomfort; and no level crossings becausetrack entirely elevated.

The Monorail—From EarlyDays to Present

The monorail was invented much earlierthan most people realize. The first recordof a monorail was one patented in Britainin the 1820s, around the time the steamlocomotive was first put to practical use.A motorized monorail line constructed inIreland in 1888 carried passengers andfreight over a distance of about 15 km andproved the feasibility of single-railtransport systems powered by an engine.The suspended monorail was invented inGermany and put into operation in

Wuppertal in 1901. By 1957, it was clearthat the basic design of the Alweg(straddle-beam) monorail was safe andeffective. This was also true for the Safege(suspended) monorail by 1960.Japan first gave serious attention to themonorail when a suspended type wasopened in 1958 in Tokyo’s Ueno Park.One purpose of the project was to testmonorail technology and determine howit could be used for urban transit.During the 1960s, monorails weredeveloped and built in different parts ofthe world. A number of Japanesecompanies developed their own systems,and this resulted in considerable varietyin Japan. In the early days, monorailswere considered suitable only foramusement parks, but this changed in1964 when the Tokyo Monorail beganrunning along the edge of Tokyo Baybetween Hamamatsucho and HanedaAirport. It was constructed to serve as anurban transport system. Researchcontinued into making the monorail moresuitable for urban transport and the basicdesign was standardized by 1967.The straddle-beam monorail became a

composite type that borrowed from anumber of designs, especially Alweg,Lockheed, and Toshiba. The suspendedmonorail also evolved with improvementsto the Safege design. See Table 1 forfur ther informat ion on monorai lconstruction in different countries.

Straddle-beam Monorails

CarsStraddle-beam monorail cars have 2-axlebogies. The running wheels are rubbertyres filled with nitrogen. The bogie framehas two pairs of guide wheels on the upperside, while its lower side has one pair ofstabilizing wheels. The electrical systemis either 750 or 1500 Vdc.

Rail girdersRail girders are generally made ofprestressed concrete, although compositegirders can be used when required.Supporting columns are generally T-shaped and made of reinforced concrete,but topographical or other conditions maydictate steel columns in the shape of a Tor an inverted U. Figure 1 shows a typicalexample. At switches, the rail girder alsoserves as the turnout girder, with one endshifting to the other rail. The turnout girderis supported by a carriage that can bemoved by an electric motor.

Suspended Monorails

CarsSuspended monorail cars have 2-axlebogies. Each bogie has four air-filled rubbertyres for travelling and guidance. Auxiliarywheels are also provided for each wheelas a safety precaution in case a tyre losesair. The suspension system uses air springs.The suspension joins the bogies to the body,and is composed of suspension links, safetycableways, oil dampers and stoppers. Theelectrical system is 1500 V.Tokyo Monorail serving Haneda Airport (Tokyo Monorail Co., Ltd)

59Japan Railway & Transport Review 26 • February 2001Copyright © 2001 EJRCF. All rights reserved.

Table 1 World Monorails

Year

18241888

1898

1901

1957

1952

1956

19561957

195919611961

1962

19621963

1964

1964

1966

1966

1966

1970

197019711976

1984

198519881988

1988

199819952003

Country

UKIreland

Belgium

Germany

Japan

Germany

USA

USAJapan

USAItalyJapan

Japan

USAJapan

Japan

Japan

Japan

Japan

Japan

Japan

JapanUSAGermany

Germany

JapanJapanJapan

Australia

JapanUSAJapan

Location

LondonKerry County

Brussels

Wuppertal

Toyoshima Park, TokyoFuhlingen, Köln

Houston, Texas

Dallas, TexasUeno Park, Tokyo

DisneylandTorinoNara Dreamland

Inuyama, Aichi PrefectureSeattleYomiuri Land

Haneda Airport–Hamamatsucho (Tokyo)Higashiyama Zoo

Mukogaoka Amusement ParkOfuna–Yokohama DreamlandHimeji Station–TegarayamaOfuna–Shonan EnoshimaExpo 1970, OsakaDisney WorldDortmund

Ziegenhain

Kita KyushuOsakaChiba Urban MonorailSydney

Tama (Tokyo)Las VegasOkinawa (under construction)

Type

ElevatedStraddle-beam (Lartigue type)

Straddle-beam (Langen type) (C-type)

Suspended (C-type)

Straddle-beam (Alweg type)Suspended

SuspendedSuspended (C-type)

Straddle-beamStraddle-beamStraddle-beam (Toshiba type)Straddle-beam (Alweg type)Straddle-beamStraddle-beam (Alweg type)Straddle-beam

Suspended (Safege type)Straddle-beam (Lockheed type)Straddle-beam (Toshiba type)Straddle-beam (Lockheed type)Suspended

Straddle-beamStraddle-beam (TGZ)Suspended (II-Baln)

Suspended (C-Baln)

Straddle-beamStraddle-beamSuspended

Straddle-type (VON-ROLL)Straddle-beamStraddle-beamStraddle-beam

Length of line

15.0 km

13.3 km

0.19 km

1.7 km

0.27 km

0.49 km0.33 km

1.34 km1.16 km0.84 km

1.4 km

1.5 km1.97 km

13.1 km

0.47 km

1.09 km

5.4 km

1.63 km

6.6 km

4.3 km4.4 km0.9 km

1.9 km

8.4 km21.2 km15.2 km

3.6 km

16.0 km1.2 km13.1 km

Power sourceHorseSteam

Electric

Electric

Electric

Electric

310 hp engineElectricElectric

ElectricElectricElectric

Electric

ElectricElectric

Electric

Electric

Electric

Electric

Electric

Electric


Electric


Electric


Purpose

FreightFreight and passengers

Displayed at exposition

Passengers

Tourism

Development trials

Experimental

Experimental To test potential for urban transitTourismPassengersServing amusement park

Passengers

PassengersServing amusement park

Passengers

Tourism

Passengers

Passengers

Passengers

Passengers

PassengersPassengersTransport on university campusTransport within hospital groundsPassengersPassengersPassengers

Passengers

PassengersPassengersPassengers

Notes

Wooden columns. Said to be the world’s first monorail.Track: A-shaped support Speed: 30 km/h Operated until 1924Said to be world’s first electric monorail

Invented by Eugen Langen in 1893 and called Langen or Wuppertal type. Track: Supported on steel frame archesSpeed: 25 km/h (still in operation)Single track; 33 seats; no longer in service

Track: Reinforced concrete, 2/5 scale for research Precursor of Hitachi/Alweg typeTrack: Inverted J-shaped steel supportsMax. speed: 80 km/hTrack: T-shaped supports Speed: 94 km/hSingle track: two cars, fixed coupling; 31 seats

3-car train; 82 seats3-car train; 297 seatsSingle track; 3-car train; max. 360 people

Concrete single track Max. speed: 50 km/hSeating: 360 in 6-car trainFrom downtown to Expo entranceTrack: Concrete Max. speed: 40 km/hSeating: 140 in 3-car train; no longer in serviceTrack: Concrete with some steel Max. speed: 80 km/hSeating: 95 per car; 6-car train

Abandoned because unprofitable; 150 people max. capacity; single trackSingle track; max. 140 people; 2-car train

Max. 265 people; 3-car train; not in service

Abandoned because unprofitable

Seating: 79 per car; 2-car train

Dismantled after expositionMax. 442 people; 6-car trainSeating: 42; 1 car

Linear motor Seating: 12; 1 car

Seating: 98 per car; 4-car trainSeating: 99 per car; 4-car trainSeating: 79 per car; 4-car train

Max. capacity 170 people: 6-car train

Seating: 104 per car; 4-car trainSeating: 244 per train; 6-car trainSeating: 75 per car; 2-car train (4-car train planned)

Note: Track distances, January 2000


Technology


Rail girdersAll rail girders are made of steel. Eachstandard girder is a 3-span continuousgirder. The inside is hollow with the lowerpart slit open. The inside of the girderhas travel and guidance beams, electricalwiring and signalling equipment.Supporting columns are generally T-shaped, although topographical or otherconditions may dictate an inverted-Ushape or racket shape. The standardturnout is bidifferential. It is operated bya movable rail having both travel andguidance rails. The cross-section of themoveable rail forms an inverted-T shape.

Technical SimilaritiesBetween Suspended andStraddle-beam Monorails

StationsRegardless of the monorail type, there aretwo common platform configurations—anisland located between two guidewaysand two platforms on opposite sides ofguideway(s). The chosen configurationdepends on local conditions. Stations aregenerally located 300–1000 m apart. Thedistance depends on factors as suchridership, location, and connections withother transport systems.

Signalling and safety devices(ATC)An on-board display indicates thepermissible relative distance to the aheadtrain (the block section), and thepermissible speed (which depends onguideway conditions). An AutomaticTrain Control (ATC) system also stops orslows the train when necessary.Monorail tyres are rubber, so track circuitscannot be used to detect trains on the line.For this reason, signals indicating whethera train has entered or left a block arereceived at the trackside.

Centralized Traffic Control (CTC)devicesCentralized Traffic Control (CTC) is usedto monitor traffic on all lines and controlall signals and turnouts from a centrallocation. The CTC equipment consistsprimarily of traffic boards, remote controlconsoles, television monitors showingoperations, communications and alarmdevices, other devices to transmitinformation, and peripheral equipment.

Automatic Train Operation (ATO)devicesBoth types of monorail use automaticdevices to ensure that all traffic followsuniform control standards and to providea high level of safety and service.See Table 2 for more detailed informationon monorails in Japan.

Automated GuidewayTransit Systems

Automatic Guideway Transit (AGT)systems can be defined as medium-scaletransport using small, lightweight rollingstock running on rubber tyres on adedicated guideway that is usuallyelevated. Unmanned AGT trains arecontrolled by computer. A number of AGTsystems have been developed worldwide,the main differences being in theguidance, switching and braking systems.

Figure 1 Track Structure (prestressed concrete girders)

2,9805,

180

2,42

017

0

40

1,13

01,

500

505

440

Hei

ght,

from

4 to

22

m, a

ppro

x.

3,700

850

1,500x1,500

Floor levelRunning wheel

Guide wheel

Pantograph

Stabilizing wheel

Bearing

Signal cableCable for DATC train detection

Track 2

Track girder(prestressed concrete)

Loop line for ATCtrain detection

Electricalsupply wire(+)(–)

Track 1

Cable rack

6.6 kWHigh voltagedistribution cable

Column

Guard rail

Road Road

(mm)


Some characteristics of Japanese AGTs arelisted below:

• Hourly capacity between 2000 and20,000 passengers bridging capacityof buses and conventional trains

• Maximum speed of 50–60 km/h• 60–70 seats per car• 4–6 cars per train• Computer-controlled headway

Development historyResearch and development of AGTs firstbegan in the USA in the 1970s andresulted in practical applications in the

same decade. These achievements wereprompted by amendments in 1966 to theUrban Mass Transportation Act and by anumber of debates and reports addressingurban transport problems. Transpo ’72,an exposition held at Washington DullesInternational Airport in 1972, introducedfour new types of transportation systemsand the featured AGT attracted interestfrom around the world. Later, AGTtechnology was introduced to a numberof American cities. One example isAIRTRANS, serving Dallas/Fort WorthInternational Airport.AGT systems are being developed in

Europe as well, particularly in the UK,France and Germany. The French VAL iswell known.Japanese research into AGTs began in1968 with development of the ComputerControlled Vehicle System (CVS)comple t ed in 1976 . D i f f e r en tmanufacturers of rolling stock, steel,heavy industrial products, motor vehicles,signalling devices and other productswere conducting individual or joint R&Din the field. As a result, quite a fewdifferent AGT systems were proposed andsome were developed. However, mostAGT systems in Japan today have 4 to 6

Table 2 Straddle-Beam Monorails in Japan

Terminal stations

Line length (km)

Number of stations

Average distance between stations (m)

Single/double tracked

Type

Switching system

Operations

Electrical system (Vdc)

Minimum curve radius (m)

Max. gradient (per mill)

Schedule speed (km/h)

Max. speed (km/h)

Car width x height x length (m)

Cars in train set; ( ) = number of sets owned

Seating per set

Time interval

Capacity (people/h)

Located over

Total construction cost (¥ billion)

Opened

Notes

Tokyo Monorail

Hamamatsu cho–Haneda Airport

16.9

9

2,110

Double

Straddle-beam (tyres)

Articulated switch

ATC with driver and conductor

750

120 (siding, 100)

60(siding, 60)

43.5

80

3.02 x 2.92 x 16.55 (15.20)

6 (19 sets)

584

4 minutes

8,760

Sea/road

21.1 (extension, 67.6)

1964 (13.0 km)

Another extension now under construction

from Haneda Kuko to Shin-higashi Terminal

(0.9 km)

Kita Kyushu Monorail

Kokura–Kikugaoka

8.8

13

680

Double


Articulated switch

ATO with one driver

1,500

80 (siding, 50)

40(siding, 60)

28

65

2.98 x 3.49 x 14.80 (13.90)

4 (9 sets)

478

6 minutes

4,780

Road

68.1

1985

Osaka Monorail

Osaka Airport–Kadoma

21.2

14

1,630

Double


Articulated switch

ATC with one driver

1,500

100 (siding, 50)

60(siding, –)

35

75

2.90 x 3.74 x 14.80 (13.90)

4 (8 sets)

494

6 minutes 42 s

3,952

Road

115.3

1990

2.6 km line from Banpaku Kinen Koen to

Handai Byoin-mae opened in 1998; 2

stations

Tama Monorail

Tachikawa-kita–Tama Center

16.0

19

770

Double


Articulated switch

ATC with one driver (planned)

1,500

100 (siding, –)

58(siding, –)

25

65

2.98 x 3.75 x 15.50 (14.60)

4 (6 sets)

415

7 minutes 30 s

4,200 (planned)

Road

242.2

1998 (5.4 km)

Shonan Monorail

Ofuna–Shonan Enoshima

6.6

8

940

Single

Suspended (tyres)

Simple switch

ATS with driver and conductor

1,500

50 (siding, 50)

74(siding, –)

29

75

2.58 x 3.69 x 12.75

3 (7 sets)

228

7 minutes 30 s

1,824

Road

5.3

1970

Chiba Urban Monorail

Chishirodai–Chiba Minato;

Chiba–Kencho-mae

15.2

15

960

Double

Suspended (tyres)

Simple switch

ATC with one driver

1,500

50 (siding, 50)

60(siding, 60)

26

65

2.58 x 3.73 x 14.80

2 (17 sets)

158

4 minutes

2,370

Road

133.7

1988

Straddle-Beam Monorails in Japan Suspended Monorails in Japan


Technology


cars, with 60 to 70 seats per car. The firstJapanese AGT urban transit system to enterservice was the Port Liner opened in 1981between Kobe and Osaka.Japan’s Ministry of Transport and Ministryof Construction established basic AGTspecifications by 1983, and uniformtechnical standards were adopted.

AGT Structure

Standard basic specificationsMinimum basic specifications have beenestablished within a range that ensures

future technical innovations will not beimpeded. These specifications can besummed up as follows:

Basic concept:• About 75 seats per car; unmanned

operations

Other basic specifications:• Guidance: Lateral• Switching: Mobile horizontal• Electrical system: 750 V dc (in principal)• Rolling stock clearance: Height,

3300 mm; width, 2400 mm• Gross weight: Under 18 tonnes

• Track and bed clearance: Height,3500 mm; width, 3000 mm

• Lateral guidance spacing: 2900 mm• Design load (Axle load): 9 tonnes

Rolling stockAluminium and fibre-reinforced plastic(FRP) are two common materials incarriage construction. The trains tyres aremade of special rubber composites butauxiliary steel wheels ensure that the traincan continue running for some distanceif a rubber tyre fails.

Guidance and switching systemsCurrent specifications indicate that lateraland mobile horizontal guidance systemswill become the future standard. Someprevious guidance and switching systemsinclude: a centrally-mounted beamguidance system; a central channelguidance system; a sink-and-float typeswitching system; a rotary switchingsystem; and a horizontal rotary switchingsystem. Figure 2 shows three guidancesystems.

Automatic Train Operation (ATO)devicesLike the monorail, the AGT system can alsouse ATO devices. For more informationon AGT systems in Japan, see Table 3.

Linear-Motor Subways

The small size and relative light weight ofthe under-floor linear motor permitssmaller carriages than conventional cars.Linear-motor subways have beendeveloped because the smaller subwaycars permit construction of networks usingsmaller cross-section tunnels, whichgreatly reduces construction costs,particularly in urban areas. Actually, carswith an even smaller cross-section couldbe manufactured to meet tunnellingconstraints if there is no need to transporta large number of passengers.

Figure 2 Guidance Systems

Running wheel

Guide wheel

(a) Centrally-mounted beam guidance system

(b) Lateral guidance system

(c) Central channel guidance system

Kobe Port Liner running through city centre (Kobe New Transit Co., Ltd.)


TMG Oedo Line (TMG)

Table 3 Automated Guideway Transit (AGT) Systems in Japan

Terminal stations

Line length (km)

Number of stations

Average distance between stations

(m)

Single/double tracked

Guidance system

Switching system

Operations

Electrical system

Minimum curve radius

Max. gradient (per mill)

Total construction cost ( ¥ 100 million)

Opened

Capacity (people/h)

Schedule speed (km/h)

Max. speed (km/h)

Time interval

Seating (one train)

Yamaman Co., Ltd.

Yukarigaoka Line

Yukarigaoka–Yukarigaoka

(loop)

4.1

6

683

Single; loop

Centrally-mounted beam

Mobile track horizontal rotary

system

ATS; one driver

750 V dc

40

45

21

1982

1,630

24

50

8 minutes

215

Saitama Shintoshi Kotsu

Co., Ltd.

Ina Line

Omiya–Uchijuku

12.6

13

980

Maruyama–Uchijuku, single

Omiya–Maruyama,

double

Lateral guidance rails

Mobile horizontal

guidance plates

ATC; one driver

Three-phase 600 V ac

25

59

304

1983

3,480

31

60

16 minutes

375 (6-car train)

Seibu Railway Co., Ltd.

Yamaguchi Line

Seibu Yuenchi–Kyujo-mae

2.8

3

1,400

Single


Mobile guidance plates

ATS; one driver

750 V dc

60

50

39

1985

–

25

50

–

302

Port Island Line

Sannomiya–Naka Koen

6.4

9

800

Sannomiya–Naka Koen,

doubleOther track,

single


Sink-and-float system

ATO; unmanned


30

50

437

1981

3,840

22

60

3 minutes 20 sec.

450

Rokko IslandLine

Sumiyoshi–Marine Park

4.5

6

1,125

Double


Mobile horizontal

guidance plates

ATO; unmanned


60

58

419

1990

972

27

63

4 minutes

228

Hiroshima Kosoku Kotsu

Co., Ltd.

Astram Line

Hon-dori–Koiki Koen

18.4

21

920

Double


Mobile horizontal

guidance plates

One driver

750 V dc

30

45

1,760

1994

5,720

30

60

3 minutes

286

Yokohama Shintoshi Kotsu

Co., Ltd.

Kanazawa Seaside Line

Shin Sugita–Kanazawa

Hakkei

10.8

14

815

Double



ATC; one driver

750 V dc

30

40

650

1989

4,320

26

60

5 minutes

360

Tokadai Shin Kotsu Co.,

Ltd.

Tokadai Line

Komaki–Tokadai Higashi

7.4

7

1,230

Double

Centrally-mounted beam

Horizontal rotary system

ATC; one driver

750 V dc

100

60

313

1991

965

30

55

12 minutes

193

Osaka Municipal Government

Nanko Port Town Line

Suminoe Koen–Naka Futo

6.6

8

940

Double

Lateral guidance

Mobile horizontal

guidance plates

ATO; unmanned


70

25

420

1981

4,428

27

60

2 minutes 45 sec.

297

Yurikamome Co., Ltd.

Rinkai Line

Shimbashi–Ariake

11.9

12 (11 when line opened)

1,000

Double



ATO; unmanned


45

50

1,661

1995

7,200

31

60

3.5–4 minutes, morning &

evening rush hours

352

Kobe Shinkotsu Co., Ltd.

Development historyIn 1979, Japanese researchers beganexamining ways to reduce the cross-sectionof subway tunnels. Technical developmentbegan in this field in 1981 and R&Dcontinued until 1987 with the aim ofconstructing a commercial linear-motorsubway. By 1988, it was clear that linear-motor technology could be used on acommercial line. Soon after, the decisionwas made to construct linear-motorsubways in Tokyo and Osaka. Tokyo’s firstlinear-motor subway was opened as theLine No.12 (later called Oedo Line)between Hikarigaoka and Nerima in 1993,reached Shinjuku in 1997 and was thenextended to Kokuritsu-kyogijo in April2000. It became Tokyo’s first loop subwayon 12 December 2000. Figure 3 givesmore information on the linear-motorsubway in Osaka.


Technology


Structure of linear-motor subwayA linear-motor subway uses steel wheelsand rails to support and guide the rollingstock. As a result, it enjoys the advantagesof the track circuit control system and thelinear motor propulsion system.The linear motor permits construction ofsmaller tunnels and broadens the choiceof where the line can be constructedbecause steering bogies can be used andbecause the non-adhesive propulsionpermits use on steeper grades and sharpercurves. This means that less land needbe acquired to construct the line, reducingcosts substantially. Some merits of thissystem are shown in Figure 4.The following summarizes some of themajor developments achieved in order tocommercialize the linear motor subway.

• Cars with smaller cross-sectiondimensionsVehicle floor height can be loweredto 700 mm by using smaller wheelsand reducing the size of under-floorequipment. The result is a low-profile,lightweight car that can be used intunnels with an internal diameter ofjust 4 m.

• Able to negotiate tight curvesA bogie steering mechanism changesthe axle angle, permitting cars to runsmoothly on curves with a radius ofonly about 50 m.

• Able to run on steep gradientsThe linear motor provides non-adhesive propulsion that does not relyon the friction between the steel railsand wheels so cars can climb steepergradients. It can also be used as abraking system for safer operations.

• Low noise levelsThe lighter cars generate less runningnoise and a bogie steering mechanismprevents wheel squeal on tightercurves.

Other developmentsThe principle of the linear motor generates

Figure 3 Comparison of Osaka Linear Motor Subway (Nagahori Tsurumi-ryokuchi Line) and Conventional Osaka Subway Line

5,3004,300

500 500550 550

6,8005,700

Linear Motor Subway (Nagahori Tsurumi-ryokuchi Line,

operated by Osaka Municipal Government)Conventional Subway Line

(mm)

Figure 4 Linear Motor Subway

Advantages of Linear Motor Subway

Linear motor subway

Rail

Linear motor

Reaction plate

No need for a special support or guidance structure

Less friction

Linear motor system

Advantages offered by steel wheels and rails

Advantages offered by linear motor technology

Easy switching

Rails can be used as track circuit

Rails return power

Lower structure

No motor gearbox

Sharp curves (R = 50 m)No wheel squeal

Steering bogies

Fewer restrictions on bogie design

Steeper gradients (80 per mill)

Lower carriage floor; smaller tunnel

Less noise; easy maintenance

Non-adhesive propulsion


Figure 5 Linear Motor Subway

3,200

3,85

0

3,200Internal diameter, straight line section

(4,000)

Internal width (7,000)

(mm)Comparison of Line Structures

Shield tunnel (single track) Elevated lineCut-and-cover tunnel

strong attractive and propulsive magneticforces between the reaction plates on thetrack and the coils in the carriages. Toovercome these forces, a new durable railtrack was developed to attach the reactionplates to the sleepers. In addition, themotor (65-kW rated output) is mountedon the bogies using an innovative methodof direct attachment and the system iscontrolled by a Variable Voltage VariableFrequency (VVVF) inverter. Safety isassured by four types of braking: service;emergency; security; and holding.Electrical wiring is routed to permitoperation on tight curves.Figure 5 compares the linear-motorsubway with a conventional subway.

Safety evaluationConstruction of a commercial line couldnot have begun without determiningwhether the technology was sufficientlysafe for a commercial railway system.Trial runs and tests were conducted tocheck the major safety factors as follows:

Unique features and performance ofsystem• Factors affecting car clearance and

track clearance in small-sectiontunnels

• Separation of tracks; emergencyprocedures

• Performance on sharp curves—measures to prevent derailing at tightcurves; bogie steering

• Performance on steep slopes—starting, acceleration and braking onrelatively steep slopes

New technology factors• Linear motor technologies• Steering bogies with small-diameter

wheels• Reaction plates—track structure, start-

up strength, attachment to track

Other factors• Linear motor undercar clearance—

flexibility of reaction plate and othercomponents; dynamic gap change

• Safety of lighter cars• Safety of non-adhesive l inear

propulsion systems

Trial runs on the Osaka Nanko Test Trackexamined the above items and verifiedthat the linear motor subway system wascompletely safe.

Flexible IntelligentTransportation System

The extensive system of expressways,shinkansen trains, and other advancedsurface transport modes has dramaticallyboosted the Japanese economy, raised thestandard of living and expanded travelopportunities. However, there are stillserious problems, including roadconges t ion in c i t i e s , ru sh -hourovercrowding on urban railways,widespread air pollution, etc.To counter these problems, Japan hasdeveloped and constructed the variousurban transit systems described in thisarticle. Strides are also being taken inother areas, including more efficient busesand promotion of ‘park and ride’ systems.

But these measures are still not enough tosolve the problems.As a result, some quite futuristic systemshave been proposed in the last few years.They aim to combine the advantagesoffered by tracks—speed, large capacityand accurate scheduling—with the door-to-door convenience of the car. The lastpart of this article examines one proposalc a l l e d t h e F l e x i b l e I n t e l l i g e n tTransportation System (FITS).

What is FITS?Although they are not physically coupled,FITS vehicles run something like a trainin a dedicated lane at high speed in singlefile (Figure 6). The FITS concept envisionsan intelligent transportation system thatis safe and reliable, can carry largevolumes of passengers at high speed, andoperates in accordance with demand.Passengers may transfer at points thatcorrespond to today’s stations, or mayproceed without making a transfer to aplace close to their destination. Such asystem would offer flexibility andexpanded choice.The basic concept proposes a system thatwill:• Span wide areas and increase mobility


Technology


for all, especially the elderly• Permit passengers to travel directly

and easily to their destinations• Be responsive with reasonable fares• Complement existing local and inter-

regional transport systems, ensuringmutually profitable operations

• Benefit local economies• Have low construction, maintenance

and management costs• Be environment friendly

Transport methodThe envisioned dedicated lane will serveas a main line on which vehicles willoperate at high speed in single file, muchlike a train, but at a fixed distance fromeach other. At nodes (stations), somevehicles may leave the file and enter anexpressway or ordinary road to carrypassengers to their destinations like a busserving a local route. Capacity will befrom 8000 to 14,000 people per hour, oneway, with a service every 3 minutes.

VehiclesAs presently envisioned, a gasoline enginewill drive a generator to store electricityin batteries. This electricity will powerthe vehicle’s two electric motors. Thelow-floor vehicle will follow a dedicatedlane marked by magnetic pins. Sensorson the vehicle will detect the magneticpins to control the steering. Switchingthe polarity of the magnetic lane markerswill permit control of vehicles leaving andentering the dedicated lane. The distancebetween vehicles will be controlled by afront radar and vehicle interval controlsystem that can apply the brakes whennecessary. At high speeds, the distancebetween vehicles will be about 15 m.Figure 7 shows a diagram of the vehicleand the proposed specifications.

Lane structureA single row of columns will bear the lanegirders at a height of 5 m. The proposedconcrete or asphalt road will have a width

Figure 6 Illustration of FITS

Figure 7 FITS Specifications

Engine

Motor

Batteries

Measurements

Minimum turning radius

Vehicle weight

Axle load

Climbing capability

Braking performance

Vehicle entry/exit and door position

Auxiliary wheels/ Ground side structure

Extent of impact on auxiliary wheels

DisplacementOutput

TypeOutput

TypeWeightCapacity

LengthHeightWidthMinimum road clearance

Dead weight/ Loaded weight

Front/ Rear

Braking distance

1,500 cc25 kW

AC Induction70 kW

Sealed lead (24)500 kg

60 Ah/3h

10,520 mm3,340 mm2,490 mm145 mm

8.3 m2.5 m

11,940 kg/15,625 kg

5,675 kg/9,950 kg

43‰

19 m (50 km/h)

Stepless front and mid-car entry

Automatic housing system/Concrete guide walls

Max. of 4G on front and back (left and right)

Specifications

Vehicle structure

GeneratorSpeed gearGenerator engineBatteriesInverterMotorSpeed reducerTransmission brake

1

12345678

2 3

4

4

5

6 7 8


Kanji WakoMr Kanji Wako is Director in charge of Research and Development at the Railway Technical Research Institute (RTRI). He

joined JNR in 1961 after graduating in engineering from Tohoku University. He is the supervising editor for this series on

Railway Technology Today.

Akira Nehashi

Mr Nehashi is Director of Corporate Planning Department in Taiwan High-speed Railway Headquarters

at Japan Railway Technical Service (JARTS). He joined JNR in 1970 after graduating in civil engineering

from the University of Tokyo and worked both in the construction and shinkansen planning departments.

He also held many positions at, National Land Agency and Japan Railway Construction Public

Corporation before assuming his present post at JARTS.

Figure 8 FITS Infrastructure Concept

FITS infrastructure

Cross section

Lane markers (magnetic pins, etc.)

SidewalkSidewalk RoadRoad

Longitudinal view

Lane

Lane markerconfiguration

Lane marker

System controlling distance between vehicles• Prevents collisions when lead vehicle slows or stops in emergency• Simplified configuration of vehicle interval sensor and inter-vehicle signalling system

Magneticsensor

Magnetic sensor

Steeringmechanism

Lead vehicle Wirelesssignals

A

A

Radar

second vehicleVehicle intervalsignalling device

Vehicle intervalcontrol system Engine

Brakemechanism

Track profile Track structure (with lane markers), and system configuration

7.5 m

10.0 m

5.0 m

Leaky coaxial cable Leaky coaxial cable

of 7.5 m and the construction methodswill take durability, maintenance, and costeffectiveness into consideration. Thevehicle wheels will be strengthened withsteel fibers or other materials. There willbe no need for special electrical orsignalling equipment, nor for a vehicleshed. Figure 8 shows some more details.

The futureOnce FITS is operational, it could spreadto many areas; it offers great promise notonly for conventional transport industriesbut also for new types of industry. TheSociety for New Transportation Systemsis presently examining various issues witha view to promoting FITS.The Japanese government has restructuredits ministries and agencies this year. TheMinistry of Land, Infrastructure andTransport has jurisdiction over all land, seaand air transport. Hopefully, this new

administrative environment will make iteasier to develop systems (like FITS) thatexploit the advantages of both road andrail, and to propose, develop andconstruct new transportation systemsbased on new technologies.With new technology, the transport sector

can help society serve aging populations,combat global pollution, and developeven better lifestyles for all. �

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