Various concepts of guided transport systems for periurban

applications

Claude Soulas, GRETTIA29 09 2011

THREE IMPORTANT TERMS

• GUIDED TRANSPORTATION SYSTEMS : mainly railway systems, but include theoretically magnetic levitation systems and guided systems on pneumatic tyres

• CONCEPTS : try to identify common general characteristics independently from particular applications in different agglomerations or regions

• Systems for PERIURBAN AREAS : long lines of urban systems, or specific periurban (or suburban) systems, or regional systems.

SYSTEMS FOR PERIURBAN AREAS

• ROAD SYSTEMS : BUS

GUIDED SYSTEMS :• RAILBUS (THE PAST)• LIGHT RAILCARS (NOW)• GUIDED SYSTEMS ON PNEUMATIC TYRES ?

(difficult for periurban areas) • « CLASSICAL » RAILWAY SYSTEMS• INNOVATIVE SYSTEMS

•

C. SOULAS

TWO DIFFERENT DEUFRAKO PROJECTS (French German cooperation)

TWO DIFFERENT PERIODS, TWO DIFFERENT APPROACHES

• In 1987 STARLIM = development of an innovative suburban system with magnetic levitation, linear motor, automatic drive (150 km/h or more : long distance between stops).

• In 2001 BAHN.VILLE = Rail oriented development and intermodality in German and French urban regions.

(Bahn.Ville 1 : 2001 - 2005, Bahn.Ville 2 : 2007 - 2010)

TWO TENDENCIES FOR TRANSPORTATION SYSTEMS

• TECHNICAL INNOVATION, WITH MORE OR LESS AMBITIOUS OBJECTIVES. NOWADAYS MORE DEVELOPMENTS FOR PRIVATE CARS THAN FOR PUBLIC TRANSPORT : ELECTROMOBILITY, « INTELLIGENT TRANSPORTS », …. .

• PRAGMATIC EVOLUTION, ADAPTED TO THE CONTEXT, EXAMPLE OF THE INTERCONNEXION TRAMWAY IN KARLSRUHE

The result of an « old » ambition, to be forgotten

Transrapid : magnetic levitationNow periurbain system in Shanghai (link with airport)Electrical active guideway

An other ambition, ten years ago. Difficultregional publictransport

revitalisation of closed regional rail way lines

(STUDY CARRIED OUT BY FRAUNHOFER INSTITUT IN DRESDEN, in 2001)

URBAN/PERIURBAN/ REGIONAL SYSTEMS• TRAMWAY,(55 netwoks in Germany, less in

France but some recent relatively long lines)

• LIGHT RAIL, « Stadtbahn » or « Métro léger » ,(16 netwoks in Germany, no in France according a strict definition but Rouen is a similar concept)

• LIGHT METRO, eg automatic systems, VAL,…• CLASSICAL METRO• REGIONAL METRO, « S-Bahn » or « RER » ,(at

least 14 netwoks in Germany, at least one huge network in France)

• VARIOUS RAILWAY SYSTEMS : several concepts

Frontiers between systems not always clear. Some overlapping of application fields

•

C. SOULAS

• INTERCONNEXION TRAM «TRAM-TRAIN », « ZWEI-SYSTEM-FAHRZEUG »

• REGIONAL TRAM / « TRAIN-TRAM », this concept can be achieved by different systems, different rolling stocks (eg tram vehicles, sometimes light railcar)

• RAILCARS « AUTORAIL »,   »TRIEBWAGEN »

– CLASSICAL RAILCARS– « FRENCH-GERMAN » RAILCAR– LIGHT RAILCARS : MANY EXAMPLES IN GERMANY, FOR EXAMPLE « REGIOSPRINTER » (60t LONGITUDINAL STRENGTH)

TYPES OF REGIONAL RAILWAY SYSTEMS

C. SOULAS

COMPLEXITY OF THE CASE OF KARLSRUHE

• In Karlsruhe implementation of a new concept• In France invention of the term of « tram-train » or « interconnexion tram »• In Germany no universal term. In the literature many different terms

according to the context : « Model of Karsruhe », « Two-systems-vehicle », « Two-systems-light rail », etc, And some ambiguous terms : « bimodal », « hybrid ». In the network of Karlsruhe the system is considered as a regional metro « S-Bahn ».

• In Karlsruhe a 500 km network, in addition to the urban tram network, and in addition to regional trains :

- two different systems with a majority of real « two-systems-vehicles»- some specific operationnal caharacteristics : eg stops on demand- importance of the intermodality strategies (busses, bike, ;..)- link with urban planing

Interconnexion tramway : technical adaptations in order to circulate on two different networks

• adaptation of wheel profiles for two types of rail• electrical supply with two types of current

• adaptation of signalization• specific devices for accessibility (gauge 2,65m)

Intermodality between tram-train and busStation Heilbronn

(regional network Karlsruhe)

Intermodality with Regional Metro « S-Bahn » and other guided systems

• Example of bicycle parking devices at a station of Francfort S-Bahn.

Many best practices in Germany (Munich, Cologne), Holland, Japan, Denmark, …

Presentation of the results of PREDIT project PORT-VERT at French Ministry of Transport, October the 5th.

LINKS BETWEEN SYSTEM CHARACTERISTICS AND REGIONAL/URBAN PLANING

• ADEQUATION BETWEEN SYSTEM AND TERRITORY (e.g. distance between stopping points)

• INSERTION CHARACTERISTICS• TYPE OF LEVEL CROSSINGS• ACCESSIBILITY FOR VARIOUS USER

CATEGORIES• SPECIFIC ASPECTS OF SAFETY

•

C. SOULAS

SYSTEM CHARACTERISTICS

• TECHNICAL PERFORMANCE SPEED, ACCELERATION, DECELERATION (TRACTION, MASS, LONGITUDINAL STRENGTH)

• AESTHETIC PARAMETERS GAUGE, HEIGHT, DESIGN, CATENARY INTEGRATION

• IMPACT ON ENVIRONMENT EXHAUST EMISSIONS, NOISE

•

C. SOULAS

TRAM-TRAINS GT 8-100 C/2S GT8-100D/2S-M Stadtbahn SAAR

Application Karlsruhe Karlsruhe Sarrebruck

Longueur hors tout (mm) 37 610 37 610 37 870

Largeur max (mm) 2 650 2 650 2 650

Hauteur / rail (mm) 3 700 3 860 3 360

Résistance à la compression (kN) 600 600 600

Masse à vide (t) 58,6 58,5 55,5

Masse maximale (t) 75,5 82 81,6

Charge à l’essieu max (t) 10,4 11 10

Hauteur du plancher /rail (mm) Zone plancher haut Zone planche bas Embarquement

1000 - 1000

880 630 580

805 400 400

% de plancher bas 0 35 48

Places assises 100 100 96

Places debout à 4 p/m2 115 115 147

Vitesse maximale (km/h) 95 100 100

Accélération maximale (m/s2)Accélération de 0 à 50 km/h

0,9 0,75

1 0,85

1,1 0,94

Décélération de service max (m/s2)Décélération freinage d’urgence

1,6 2,73

1,6 2,73

1,6 2,73

Rayon de courbure minimum (m) 23 23 à vide 23en charge 25

Diamètre des roues neuves (mm)Diamètre des roues usées

740 660

760 660

660 580

Courants d’alimentation 750VDC/15 kV AC

750V DC/15 kV AC

750VDC/15 kV AC

Moteurs : type puissance (kW)

ct continu 2 x 245

asynchrone 4 x 127

asynchrone 8 x 120

Source VDV

Light or semi-light railcars (Germany)

Roulement Masse

Matériel

t

Puissance

kW

Critère de

légèreté

m2/t

Critère global

m2/t x kW/t

REGIO-SHUTTLE

RS1

bogies 42,1

44

454

514

1,38

1,32

14,84

16,08

DoSto VT 640 essieux 27,5 250 2,62 23,81

LVT/S essieux 21 265 1,87 23,55

GTW 2/6 bogies 51 550 1,62 17,18

Integral

(5 caisses)

essieux 79,5 945 1,75 20,78

EBO-LINT bogies 38,5 315 1,50 12,25

LINT VT 641

(X73500)

bogies 45 514 1,34 15,34

REGIO-SPRINTER

a) Düren

b) Vogtland

essieux et

bogie central

31,5

31,9

396

456

1,79

1,77

22,52

25,29

VT 642 Desiro bogies 64 550 1,50 12,88

TALENT

2 caisses

bogies 57 630 1,50 16,58

TALENT 3caisses

VT 643

VT 644

bogies

72

84

630

1000

1,61

1,51

14,07

17,98

VT 628,4 (autorail classique plus ancien)

bogies 70,4 485 1,67 11,51

référence autocar

SETRA

pneus 11,5 184 2,25 36

Source VDV

SYSTEMS COMPARIZONS « MINIMAL CASE »

• EXAMPLE OF A 40 km TYPICAL LINE WITH 7 INTERMEDIATE STOPS, ACCORDING TO THE LITTERATURE (CERTU PUBLICATION)

• CLASSICAL FRENCH RAILCARS : between 50mn and 43mn

• FRENCH-GERMAN RAILCAR : 39mn• TWO SYSTEMS VEHICLES : KARLSRUHE

39mn, SAARBRUCKEN 37mn• GERMAN LIGHT RAILCARS : 38mn

NEW INVESTIGATIONS IN BAHN.VILLE 2 on the line St Etienne Firminy

•

C. SOULAS

R&D PROGRAMS since 2000 (IMPACT ON ENVIRONMENT)

C. SOULAS

• SYSTEMS WITH ELECTRIC TRACTION : ENERGY BIMODALITY, EXAMPLE OF THALES PROJECT, WITH SUPERCONDENSATORS « TRAM-TRAIN HYBRIDE A ALIMENTATION ELECTRIQUE PAR SUPERCONDENSATEURS » NO INDUSTRIAL APPLICATION

• SYSTEMS WITH THERMIC TRACTION (DIESEL OR GAS) : HYBRIDATION BY MEANS OF FLYWHEELS

- ULEV-TAP : MODIFICATION OF AN INTERCONNEXION TRAMWAY IN KARLSRUHE - LIREX « LIGHTWEIGHT INNOVATIVE REGIONAL EXPRESS », DIESEL-ELECTRIC RAILCAR, EVOLUTION TOWARDS AN INDUSTRIAL PRODUCT « CORADIA-LIREX »

•

NEW IDEAS IN THE FIELD OF URBAN PUBLIC TRANPORT : SIMPLIFIED CHRONOLOGY

• 1970-1980 : invention of automatic « new transportation modes » with a decreasing complexity : PRT (Personal Rapid Transit), then ARAMIS, then light automated metros such as VAL system

• 1980-1990 : beginning of tramway reintroduction in some towns

• 1990-2000 : new concept called «intermediate systems», but in fact three différents types of new guided systems on pneumatic tyres (on ground transportation)

• 2000-2010 (particularly 2005) : definition of BHNS concept «Bus à Haut Niveau de Service » / BHLS

IT IS NECESSARY TO TAKE ALL THE TRANSPORTATION MODES IN CONSIDERATION, ON A LONG PERIOD

COMPLEXITY IS MOVING : LESS COMPLEXITY FOR THE SYSTEM OR THE CONCEPT, BUT COMPLEXITY FOR THE INTERFACES, AND SOMETIMES FOR

NEW COMPONENTS

 

AUTOMATIC SYSTEMS : 40 YEARS OF RESEARCH AND DEVELOPMENT

• Considered as an universal potential solution in 1970 and later : it contributed to delay tramway reintroduction as well as bus netwoks improvements

• Main limitation of the diffusion : difficult acceptance of aerial guideway in towns, high cost of tunnels (or cut-off effect at groung level)

• In the context of European countries it is an adequate solution in some cases : for metros and mini-metros in order to increase system attractivity during off-peak hours, and for short to middle range sytems where high frequency is necessary

• A LONG TIME FOR MATURATION , eg for VAL sytem : after 40 years it appears the NEOVAL system with an optimized guiding device

 

LE VAL 208 DE RENNES

Source Siemens

NEW GUIDED SYSTEMS ON PNEUMATIC TYRES

MECHANICAL GUIDANCE

Chronology :• lateral kerb-guidance (above rolling plan) O-Bahn Essen, guided

busses • central rail, vertical guidance GLT / TVR Nancy,

Caen• central rail, oblique « V » guidance Translohr : Clermont,

Italy, China,…

« IMMATERIAL» GUIDANCEChronology :• wire guidance old experiments : Fürth, +

(Channel tunnel)• optical guidance CIVIS Castellone,… TEOR Rouen• electronic guidance PHILEAS Eindhoven, EVEOLE Douai(trajectory storage and transponders)

Tramway on pneumatic tyresTranslohr in Clermont Ferrand

(Since october 2006)

Translohr in Padoue (Italy)

Guidance device of Translohr, « in form of V »

Deux paires de galets obliques pincent un monorail central

Source : Lohr Industrie

BHLS AND TRAM COMPARIZON

• Cost comparizon is not the only one criteria and has

to be replaced in its context. Eg 30 years ago a demonstration that fully automatic H-Bahn was cheaper than bus system for a network in the town of Erlangen . But hypothesis 1mn frequency.

• Compared to other investigations the FGSV cost comparizon (publication 2008) coordinated by V Deutsch (University Wuppertal) has two advantages :

- it avoids to compare « apples with peers », by choosing identical conditions

- has limited the scope of the comparizon to a reasonable ridership for European context

The choice of some parameters remains of course difficult

A PRUDENT INTERPRETATION OF BHLS AND TRAM COMPARIZON

Results depend on the context :

- in term of total cost during a 30 years period, in some conditions a 24m biarticulated diesel BHLS could be significantly cheaper than tram, eg 30%, but not 2 times cheaper ;

- for a 24m biarticulated BHLS trolleybus total costs are comparable to that of tram, if we consider a 5mn interval for trolleybus and 8mn interval for tram.

Comparizon relevant only for ridersip not higher than 2 500 pasengers/ h/ direction

• Some elements are difficult to monetarize, eg smaller width of tram lanes, better regularity (longer vehicles at traffic lights)

• Importance of some questions such as impact of electric supply