shared right of way composed of lanes of the carriageway usedīy general traffic : these tracks are found rather in old networks on carriageways with little traffic or on those too narrow to reserve a suitable space for the tramway. Separated physically from general traffic reserved right of way corresponding to lanes of theĬarriageway in general delimited by paint or using specific surfacing, but not The middle of or along a boulevard or on a former railway track segregated right of way corresponding to independent tracks in Realisations in city centres on several levels : tunnels or viaducts. exclusive right of way corresponding in general to new We present below four categories of right-of-way segregation used Of way segregation and the degree of segregation in town centres. On the type and size of the public transport vehicle, the means used to establish. Of service and capacity of a public transport system. This study tries to compare the Light rail transit with the Automated guided transit with some data of the Val's network in Lille and the Modern tramway in Nantes.Įxclusive rights of way and priority at junctions improve the quality Systems, that is to say, without any staff being permanently placed on the trains or in the The VAL system, for which the LILLE SUBWAYĬonstitutes the first application, is thus one of the first entirely automatic urban transport Experimental operation with the public had been going since April 1982. the landing doors on the platforms, the numerous redundancies of certain equipment items allowing to guaranty a very high availability without need of an immediate human intervention and the necessity to highly develop the means of monitoring and communication.Īpril 1983 : the Lille subway opens for commercial operation. Which would not be the same for other metros manually operated : ie. This type of driverless automation on board, has given place to particular technical solutions Have permitted to define for Lille the small gauge of VAL's system, its short passing headway at the peak hour and the technical and economical necessity to conceive its automatic integral control. Importance and structure normally justify a metro, all by giving to users a high service quality The objectives to minimise the costs of a means of transport, adapted to a demand whose The rapid progress of technologies linked to the electronics and computing leads to increased gains in productivity bestowing on the public transport networks a growing tendency to automation. The innovations brought to the traditional modes of transport system have greatly spurred the improvement of the networks productivity. In the first case the platform length is 90 m, in the second case the platform length is 26 m. High frequency of passage has another advantage on civil engineering costs of transit systems : at equal capacity the light rail (Grenoble type) running with 3 unit trains every 4 minutes offers a capacity of 7800 p/h/d, the AGT (VAL type) running with 1 unit train with an interval of 72 seconds offers a 8000 p/h/d1 capacity. In addition, this highįrequency also can be obtained at off-peak hours by cutting trains between peak and off-peak hours which brings operation supplementary flexibility. This quality gives further attraction to public transport.
#Stockholm train systemname full
The user benefits from the high frequency brought by full automation, avoiding long waiting
#Stockholm train systemname drivers
Indeed, at the peak hours on the urban metro of Paris and other networks in the world, most of the lines have been manually operated for twenty years yet automatically at least at peak hours, that is to say at those where operation must be the most efficient and where drivers would have to apply more concentration than humanly possible. The application of fully automated driverless operation to the new transit systems is theĬonsequence of a research of technical performances (high speeds, reducing intervals between trains, increasing safety) not possible with manually operated trains. In all the cases, these are systems running on segregated right of way, fully automated, with quite different vehicle characteristics. Operation in actual urban centre services and several systems are planned or under construction (Turin, Lausanne). Since 1981, about twenty automatic urban transport of conventional type systems are under
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