F-Transport.indd

42

Vol.

40

No.

1 2007

February

1

. Introductio

n

IHI has recentl

y

entered the APM

(

Automated People

Mover

)

mar

k

et as we expect g

l

o

b

a

l

d

eman

d

to

i

ncrease.

The APM s

y

stem is

g

rowin

g

in popularit

y

, especiall

y

fo

r

p

assenger transportat

i

on w

i

t

hi

n a

i

rports, an

d

t

h

ere are many

new applications bein

g

planned, mainl

y

in North America.

Our company w

ill

meet t

h

e

i

ncreas

i

ng nee

d

s

b

y means o

f

o

ur ori

g

inal rubber tire t

y

pe vehicle technolo

gy

and s

y

stem

integration technique in cooperation with Niigata Transys

Co., Lt

d

.

(h

ere

i

na

f

ter ca

ll

e

d

NTS

)

. P

h

ase 1 o

f

t

h

e new APM

s

y

stem construction for Hon

g

Kon

g

International Airport,

o

ur

ﬁ

rst or

d

er rece

i

ve

d

, was comp

l

ete

d

i

n Decem

b

er 2006.

In this paper, we introduce the APM s

y

stem for Hon

g

Kon

g

Internat

i

ona

l

A

i

rport an

d

i

ts tec

h

no

l

ogy.

2

.

O

utl

i

n

e

I

n Decem

b

er 2005

,

we

d

e

li

vere

d

new 3 4-car ve

hi

c

l

es

(

F

i

g

.

2

)

to add to the existin

g

APM s

y

stem in the

P

assenger Term

i

na

l

Bu

ildi

ng

(h

ere

i

na

f

ter ca

ll

e

d

ex

i

st

i

n

g

PTB

li

ne

)

o

f

Hon

g

Kon

g

Internat

i

ona

l

A

i

rport

(

F

i

g

.

1

)

. Construction Phase 1 of the new Sk

y

Plaza

APM s

y

stem

(h

ere

i

na

f

ter ca

ll

e

d

SKP

li

ne

)

connect

i

n

g

the nei

g

hborin

g

Sk

y

Plaza and Terminal Buildin

g

1

h

as

b

een comp

l

ete

d

recent

l

y. T

hi

s cons

i

sts o

f

a

2

-station route of about 550 m and a maintenance area,

w

i

t

h

a

ll

t

h

e

f

ac

ili

t

i

es

i

nsta

ll

e

d

un

d

ergroun

d

. Un

d

er

Construction Phase 2, scheduled for sprin

g

2008, the

s

erv

i

ce w

ill

b

e exten

d

e

d

to t

h

e

f

erry term

i

na

l

S

k

yP

i

er,

which connects Hon

g

Kon

g

International Airport

with various

p

laces in mainland China and Macau.

T

h

e

l

engt

h

o

f

t

h

e route a

f

ter t

h

e extens

i

on

h

as

b

een

completed will total 1 200 m

(

Fi

g

.

3

).

F

irst

T

ransportation

P

rojec

t

APM S

y

stem

f

or Hon

g

Kon

g

Internationa

l

Airpor

t

S

EKIYA Takao

:

T

ransportation S

y

stem Department,

Lo

g

istics S

y

stems Division, Lo

g

istics S

y

stems

&

S

tructure

s

O

DA Yosh

i

o : C

hi

e

f

Eng

i

neer, Transportat

i

on System D

i

v

i

s

i

on,

Nii

g

ata Trans

y

s Co., Ltd.

F

i

g

. 1 Com

p

lete View o

f

Hon

g

Kon

g

International Air

p

or

t

Fig. 2

N

ew APM Vehicle for Hon

g

Kon

g

International Air

p

ort

Terminal Building 2

“SkyPlaza”

Terminal Building 1

“East Hall”

Ferry Terminal

“SkyPier”

: SKP Line (Phase 1)

: SKP Line (Phase 2)

: Existing PTB line

(Note)

From Google Earth

Terminal Building 1

“East Hall”

Terminal Building 2

“SkyPlaza”

Maintenance area

Ferry terminal

“SkyPier”

: SKP line (Phase 1)

: SKP line (Phase 2)

: Existing PTB line

(Note)

About 550 About 650

A

pproximate Route Diagram (Unit : m

)

4

3

Vol.

40

No.

1 2007

February

3.

S

kyPlaza APM

S

yste

m

Th

e range o

f

t

hi

s construct

i

on wor

k

covers re

i

n

f

orce

d

c

oncrete track

(

excludin

g

the APM vehicle

)

, steel

g

uide

ra

il

, ma

i

ntenance area an

d

power

di

str

ib

ut

i

on system,

power rail, communication s

y

stem and ATC

(

Automatic

T

ra

i

n Contro

l)

. Here

f

o

ll

ows a

d

escr

i

pt

i

on o

f

t

h

e ATC, a

v

itall

y

important part of the APM s

y

stem.

T

h

e ATC compr

i

ses ATP

(

Automat

i

c Tra

i

n Protect

i

on

)

to

s

upport sa

f

e operat

i

on; ATO

(

Automat

i

c Tra

i

n Operat

i

on

)

t

o control automatic operation, includin

g

door openin

g/

cl

os

i

ng an

d

ve

hi

c

l

e acce

l

erat

i

ng

/d

ece

l

erat

i

ng; an

d

ATS

(

Automatic Train Supervision

)

to command, monitor, and

recor

d

t

h

e operat

i

on. T

h

e tota

l

APM system con

ﬁ

gurat

i

on

i

s shown below.

R

i

g

id

con

d

uctor power ra

il

Supp

l

y

i

ng power to t

h

e

APM ve

hi

c

le

Re

i

n

f

orce

d

concrete trac

k

Runn

i

ng sur

f

ace

f

or t

h

e

APM ve

hi

c

le

Guide rail and point switch Fo r

g

uidin

g

the APM

vehicle

Power distribution s

y

stem Power receivin

g

, volta

g

e

r

e

d

uct

i

on

,

an

d

di

str

ib

ut

i

on

Buffer For stoppin

g

the vehicle

ATP A

u

t

o

m

a

t

ic

Tr

ai

n

Protection

(

safet

y

device

of

t

h

e APM ve

hi

c

l

e

)

ATO Automat

i

c Tra

i

n

Operation

(

automatic

o

perat

i

on o

f

t

h

e APM

vehicle

)

AT

S

Automat

i

c Tra

i

n

Supervision

(

s

y

stem

o

perat

i

on, mon

i

tor

i

ng,

a

n

d

recor

di

n

g)

Communication system Pu blic address to the

ve

hi

c

l

e an

d

p

l

at

f

orm,

a

n

d

int

e

r

co

m

be

t

wee

n

p

assengers an

d

t

h

e

o

perator at the airport’s

op

erat

i

on contro

l

center

Maintenance area For APM vehicle stora

g

e

a

n

d

m

ai

nt

e

n

a

n

ce

Ever

y

su

b

s

y

stem

i

s con

fig

ure

d

to con

f

orm to t

h

e

d

omestic APM system. In consideration of redundancy,

a

d

ua

l

or

d

up

l

ex

h

ar

d

ware con

fi

gurat

i

on

i

s a

d

opte

d

to

s

ecure hi

g

h reliabilit

y

.

3

.1 ATP (Automatic Train Protection)

Thi

s

i

s a sa

f

ety cont

i

nuous-mon

i

tor

i

ng type

d

ev

i

ce.

A

TP can automaticall

y

limit the vehicle speed or

s

to

p

t

h

e ve

hi

c

l

e,

b

ase

d

on

i

n

f

ormat

i

on

f

rom t

h

e APM

v

ehicle ahead or route condition. This device functions

i

n

d

epen

d

ent

l

y o

f

t

h

e ATO

d

ev

i

ce

.

As an APM is unable to run on steel rails and use them

for transmittin

g

si

g

nals, it adopts a s

y

stem to receive

s

pee

d

s

i

gna

l

s transm

i

tte

d

f

rom an

i

n

d

uct

i

ve

l

oop co

il

i

nstalled in the center of the concrete track, with an

antenna installed at the head of the vehicle. As the si

g

nal

s

ystem,

i

t uses a

ﬁ

xe

d

bl

oc

k

system t

h

at

di

v

id

es t

h

e trac

k

i

nto

ﬁ

xe

d

bl

oc

k

s an

d

i

n

di

cates t

h

e spee

d

li

m

i

t

i

ng

f

or eac

h

b

lock dependin

g

on

q

the

p

osition of a vehicle ahead,

w

t

h

e po

i

nt sw

i

tc

h

di

rect

i

on,

e

t

he

tr

ack

e

n

d

a

n

d

r

t

he

civil constraints. These si

g

nals are used not onl

y

to limit

s

pee

d

b

ut a

l

so to

id

ent

if

y t

h

e ve

hi

c

l

e’s

di

rect

i

on an

d

t

h

e

door openin

g

/closin

g

direction interlock at a station, thus

en

h

anc

i

ng sa

f

ety

.

For Tra

i

n Detect

i

on

(

TD

)

on t

h

e trac

k

, a c

h

ec

k

-

i

n

/

c

h

ec

k

-

out system

i

s a

d

opte

d

ut

ili

z

i

ng antennas

i

nsta

ll

e

d

at t

h

e

ve

hi

c

l

e

h

ea

d

an

d

rear

.

For interlocked control of the

p

oint switches and the

si

gna

l

s, Computer Base

d

Inter

l

oc

ki

ng

(

CBI

)

i

s use

d

as

it can ﬂ exibl

y

cope with future extension and chan

g

es in

o

p

erat

i

on.

F

i

g

ure

4

shows ATP/TD conﬁ

g

uration.

3.2 ATO (Automatic Train Operation)

ATO compr

i

ses 3 types o

f

equ

i

pment: t

h

e on-

b

oar

d

ATO

contro

ll

er, t

h

e ATO

d

ata transm

i

ss

i

on equ

i

pment, an

d

the station ATO e

q

ui

p

ment. These have the functions

o

f

automat

i

c

d

oor open

i

ng

/

c

l

os

i

ng, automat

i

c ve

hi

c

l

e

s

tartin

g

, deceleratin

g

, and stoppin

g

on behalf of the

d

r

i

ver or atten

d

ant. T

h

ey a

l

so ma

k

e

i

t poss

ibl

e to transm

i

t

vehicle information to the operator who is monitorin

g

the

o

p

erat

i

on o

f

t

h

e APM at t

h

e a

i

r

p

ort’s o

p

erat

i

on contro

l

center, allowin

g

remote control. Here we describe the

ATO

d

ata transm

i

ss

i

on e

q

u

ip

ment an

d

t

h

e stat

i

on ATO

equ

i

pment.

The ATO data transmission equipment continuously

m

on

i

tors t

h

e ve

hi

c

l

e’s state, ma

ki

ng remote ve

hi

c

l

e

control

p

ossible. Like ATP, this is also transmitted an

d

r

ece

i

ve

d

b

y means o

f

t

h

e

i

n

d

uct

i

ve

l

oop co

il

i

nsta

ll

e

d

i

n

the center of the concrete track and the antenna installed

o

n t

he

vehicle.

T

he

o

n-

boa

r

d

ala

rm

s

a

n

d

s

t

a

t

es

collec

t

ed

by

the ATO data transmission equipment are displa

y

e

d

an

d

recor

d

e

d

on t

h

e AT

S

wor

k

stat

i

on

i

nsta

ll

e

d

at t

h

e

airport’s operation control center. It also makes possible

the resettin

g

of various alarms from the ATS workstation

an

d

remote operat

i

ons suc

h

as restart

i

ng

f

or t

h

e APM

ve

hi

c

l

e.

Fi

g

ure

5

shows the conﬁ

g

uration of the ATO data

transm

i

ss

i

on e

q

u

ip

ment.

The station ATO equipment conducts communications

b

etween t

h

e groun

d

an

d

t

h

e ve

hi

c

l

e v

i

a a transpon

d

er

installed on the center of the track. It is responsible

f

or open

i

ng an

d

c

l

os

i

ng t

h

e ve

hi

c

l

e

d

oors

i

nter

l

oc

ki

ng

with the platform screen doors installed at the station.

Chan

g

in

g

or extendin

g

of boardin

g

/ali

g

htin

g

times is done

v

i

a t

h

e ATS wor

k

stat

i

on

i

nsta

ll

e

d

at t

h

e a

i

rport’s operat

i

on

control center. Automatic o

p

eration information is

transm

i

tte

d

to t

h

e on-

b

oar

d

ATO contro

ll

er v

i

a t

h

e stat

i

on

ATO equipment durin

g

stops at stations. Transponders

i

nsta

ll

e

d

on t

h

e trac

k

id

ent

if

y t

h

e ve

hi

c

l

e’s pos

i

t

i

on,

thus enablin

g

automatic operation. F

ig

ure 6 shows the

con

ﬁ

gurat

i

on o

f

t

h

e stat

i

on ATO equ

i

pment.

3.3 AT

S

(

Automat

i

c Tra

i

n

S

uperv

i

s

i

on

)

As its name su

gg

ests, the ATS is a supervisin

g

device

44

Vol.

40

No.

1 2007

February

an

d

can eas

il

y

b

e operate

d

us

i

ng t

h

e LCD mon

i

tor an

d

m

ouse connected to the ATS workstation installed at the

a

i

r

p

ort’s o

p

erat

i

on contro

l

center. T

h

ere are two ATS

wor

k

stat

i

ons, an

d

if

one un

i

t

f

a

il

s, t

h

e ot

h

er un

i

t

i

nsta

ll

e

d

at the same o

p

eration control center can be used as

b

ac

k

up. In a

ddi

t

i

on, two ATS wor

k

stat

i

ons

i

nsta

ll

e

d

at t

h

e

m

aintenance center have the same backu

p

function, thus

assur

i

ng

hi

g

h

re

li

a

bili

ty.

3.4

S

a

f

ety and Rel

i

ab

i

l

i

ty

As shown in EN50126 published in 1999 and IEC62278

p

u

bli

s

h

e

d

i

n 2002, t

h

e so-ca

ll

e

d

RAMS

(

Re

li

a

bili

ty,

Ava

il

a

bili

t

y

, Ma

i

nta

i

na

bili

t

y

an

d

Sa

f

et

y)

stan

d

ar

d

f

or

r

ailways is becoming increasingly common. In this project

as we

ll

, we eva

l

uate

d

sa

f

ety an

d

re

li

a

bili

ty center

i

ng on

the ATC e

q

ui

p

ment. In these evaluations, we calculate

d

MTBF

(

Mean T

i

me Between Fa

il

ures

)

, MTTR

(

Mean T

i

me

To Repair

)

and MTBHE

(

Mean Time Between Hazardous

Events

)

o

f

eac

h

su

b

system us

i

ng suc

h

ana

l

yt

i

ca

l

met

h

o

d

s

as Reliabilit

y

Prediction, Hazard Anal

y

sis and Fault Tree

Ana

l

ys

i

s. T

h

ese resu

l

ts con

fi

rme

d

t

h

at we sat

i

s

fi

e

d

t

h

e

r

equ

i

re

d

serv

i

ce ava

il

a

bili

t

y

o

f

99.9

%

.

Paying particular attention to safety, we evaluated hazar

d

ri

s

k

i

n accor

d

ance w

i

t

h

ASCE 21-96 norma

ll

y use

d

as the standard for APM s

y

stems. This method is used

to quant

i

tat

i

ve

l

y eva

l

uate

h

azar

d

r

i

s

k

f

rom occurrence

f

requenc

y

and hazard cate

g

or

y

. As a result, for events

r

ecogn

i

ze

d

as

hi

g

h

r

i

s

k

, we too

k

measures to re

d

uce t

h

e

r

isk and confirmed there is no safet

y

problem with an

y

p

art o

f

t

h

e system.

These results, includin

g

the desi

g

n process, were

certiﬁ ed by a third institution.

4

. APM

V

eh

i

cl

e

For t

h

e ex

i

st

i

ng PTB

li

ne, we manu

f

acture

d

3 4-car APM

f

vehicles to cope with the airport’s increasin

g

number o

f

p

assengers. T

h

e

d

es

i

gn was

b

ase

d

on NTS ve

hi

c

l

es w

i

t

h

a proven trac

k

recor

d

i

n Japan

(

F

ig

.

7

)

. One not

i

cea

bl

e

Fi

g

. 4

A

TP/TD Conﬁ

g

uratio

n

Fi

g. 5

ATO Data Transmission E

q

ui

p

ment Con

ﬁ

g

uration

Fig

. 6

Station ATO equipment Con

ﬁ

guratio

n

TD transmitter

ATP signal receiver

Safety device

ATP/TD

ATP/TD inductive loop coil 2 ATP/TD inductive loop coil 3 ATP/TD inductive loop coil 4

ATP repeater

ATP/TD antenna

Interlocking device

CBI

Direction

ATP signal Train detection (check-in)Train detection (check-out)

ATP signal: emergency stopATP signal: emergency stop

ATP signal: proceed ATP signal: proceed

(CBI calculates the speed limiting depending on

the vehicle ahead and/or route condition)

ATP/TD inductive loop coil 1

The on-board ATO controller calculates and controls

the propulsion and braking system so that the actual vehicle speed

will not exceed the ATP speed limiting.

ATO data

transmission equipment

ATO data

transmission

equipment

On-board

ATO controller

ATO data

transmission antenna

ATS

Receiving/transmitting is done

in operation continuously

Vehicle state

Remote

control

ATO inductive loop coil

Monitoring device

On-board station ATO equipment

Station ATO

equipment

Station ATO transponder

On-board ATO controller

Station ATO antenna

Platform screen door

Transponder for detecting absolute

position of APM vehicle

Installed at designated points on the track

Fixed information (position information) is

transmitted

Transmitting/receiving is done

only during stops at

the designated position

of the station

Position

information

Door opening/

closing signal

and automatic

operation data

Door and brake state

45

Vol.

40

No.

1 2007

February

d

ifference from the ori

g

inal desi

g

n is the lack of an

e

mergency ex

i

t on

i

ts

f

ront

b

ecause

i

t

d

oes not use t

h

e

t

rack as an emer

g

enc

y

escape route. Its lar

g

e windshield

i

s now a stan

d

out

f

eature. Its

b

o

d

y

i

s ma

d

e o

f

sta

i

n

l

ess

steel, and its bo

g

ie uses a side

g

uide steerin

g

s

y

stem,

o

r

i

g

i

na

l

NTS tec

h

no

l

ogy

(

Fig. 8

)

. Eac

h

car cons

i

sts o

f

a

d

r

i

v

i

n

g

b

o

gi

e an

d

tra

ili

n

g

b

o

gi

e. T

h

e propu

l

s

i

on s

y

stem

c

omprises a CI (Converter-Inverter) controller whose

i

nverter equ

i

pment uses IGBT

(

Insu

l

ate

d

Gate B

i

po

l

ar

T

ransistor

)

elements. The converter on the power suppl

y

s

id

e converts 3-p

h

ase AC power to DC power w

hil

e

c

ontrollin

g

the harmonics, therefore

g

reatl

y

contributin

g

t

o t

h

e s

i

m

pliﬁ

cat

i

on o

f

t

h

e

p

ower su

b

stat

i

on

i

nsta

ll

e

d

on

t

he

g

round.

T

h

e on-

b

oar

d

ATC e

q

u

ip

ment commun

i

cates w

i

t

h

t

h

e

w

a

y

side ATC equipment b

y

means of the inductive loop

co

il in

s

t

a

ll

ed

in th

e

ce

nt

e

r

o

f th

e

tr

ac

k

.

Lik

e

th

e

APM

system

i

n Japan, t

h

e

i

n

d

uct

i

ve

l

oop co

il

i

s

i

nsta

ll

e

d

i

ndependentl

y

for the ATP and ATO. For the on-board ATC

e

qu

i

pment, t

h

e

d

ua

l

or

d

up

l

ex

h

ar

d

ware con

fi

gurat

i

on

i

s

a

dopted to enhance the redundanc

y

as on the wa

y

side.

Tab

l

e

1

s

h

ows t

h

e s

p

ec

iﬁ

cat

i

ons o

f

t

h

e APM ve

hi

c

l

e.

Fig. 7

A

PM Vehicle Set

(

Unit : mm

)

F

i

g

. 8

A

pp

earance of APM Vehicle Formation

9

85

09

85

09

85

0

39

4

0

9

85

0

3

5

1

0

2

38

2

1

700

2

700

1

12

8

Table 1

p

S

p

eciﬁ cations of APM Vehicl

e

Item Specification

4 cars (fixed)

delivered 3

76 passengers/car

13.2 t/car

Length

Width

Height

Stainless steel

3-phase AC 600 V, 50 Hz

1 700 mm, guide face spacing 2 800 mm

Maximum speed

Operation speed

Starting acceleration

Maximum service deceleration

Emergency deceleration

Rigid conductor 3-wire system, side contact type,

continuous earthing

CI control, IGBT element, VVVF inverter

(automatic load compensation system, with

regenerative brake)

Electric command electromagnetic straight air brake

(emergency brake, parking brake)

4-wheel side guide steering system

Right-angle drive type, differential gear mechanism

Three-phase, squirrel cage, self-ventilated induction,

110 kW continuous rating

Formation

Number of formations

Capacity

Weight

Maximum dimensions

Body structure material

Primary Electric system

Gauge

Vehicle performance

Current collector

Propulsion system

Brake system

Bogie and guide system

Drive system

Propulsion motor

5. Conclusio

n

Phase 1 of the APM pro

j

ect of Hon

g

Kon

g

International

A

i

rport

h

as recent

l

y

b

een comp

l

ete

d

. T

hi

s pro

j

ect

i

s a

strate

gi

ca

lly

i

mportant pro

j

ect

f

or IHI as we

l

aunc

h

ou

r

t

rans

p

ortation business. We intend to ex

p

and the sales of

o

ur transportat

i

on s

y

stems t

h

rou

gh

out t

h

e wor

ld

by

ta

ki

n

g

a

dvanta

g

e of the technolo

g

ies experienced throu

g

h this

pro

j

ect

.

We express our heartfelt thanks to Airport Authorit

y

Hong Kong, t

h

e owner,

f

or

i

ts cont

i

nue

d

support

i

n t

h

e

xecution of this pro

j

ect.