Passenger Train Variations.

With safe operation of all the trains having been proven the new Victoria Line was able to open in 1967 as London's first fully automated underground line. Despite plans for further automation nothing more actually happened (on London's Underground) until the 1990's, when the entire Central Line was equipped with new trains and converted to fully automated operation - albeit with a driver still in the cab controlling the passenger doors. (not illustrated). However whilst London rested on its laurels (took a siesta?) automation found favour in other countries and now the list includes cities such as Paris, Berlin, Lille, Lyon, Vancouver, Barcelona, Manilla, Hong Kong, Kuala Lumpur, San Francisco, Montréal, plus more.

However at the present time more lines on the Underground system are being converted to enable automated train operations, but because of the fragmented way privatisation has forced the network to operate so rather than one compatible system for the entire network several groups of lines will use different systems.

The three basic types of automation.

There are three basic variants of automated railway operation which apply irrespective of type of train used.

• Where the trains travel automatically from station to station but a human train driver is always present at the front of the train, with responsibility for door closing, obstacle detection on the track before the train and handling of emergency situations.
• In a driverless system where the trains runs automatically from station to station but a human Passenger Service Agent is always present somewhere in the train, with responsibility for door closing and to reassure nervous passengers that there is someone 'onboard' who can take control in the (unlikely) event of a failure or an emergency situation.
• In a completely driverless system where the trains run automatically at all times, handle door closing, obstacle detection and emergency situations, with the only input from transport staff being from a remote control centre.

Automation offers financial savings in both energy and wear & tear costs because trains are driven to an optimum specification - instead of according to each motorman's 'style'. Automated trains react more quickly to changes, such as pulling away immediately after a red signal changes to green - rather than the delay of even a second or two which occurs with human drivers. Although delays of even one second may sound minimal, their cumulative effects, when translated to every train, negatively impinges upon the service frequency (especially during rush hours) and therefore reduces the number of trains which can travel along a section of track.

Where trains are completely unstaffed having fewer people on the payroll is financially advantages as staff represent a significant part of the cost of running a transport system. Some other advantages of not requiring staff to be available to drive the trains include the ability to provide far more frequent services at quiet times (such as evenings and weekends) when passenger levels are lower and the revenue earned would not justify the costs of employing a full complement of train drivers, and the ability of train operators to vary the service frequency to meet a sudden unexpected demand - such as to instantly put extra trains into service when torrential rain interrupts an outdoor event and everyone decides to go home at 5pm instead of 7pm.

The weak link.

Automated railways work on the basis of the trains collecting information about the line ahead, signals, maximum speeds etc., as they travel, which is all well and good for most of the time, but if the communications signal is lost then the system tends to fall over - or in other words, everything comes to a dead stop - as this is the only realistic way of ensuring absolute safety. Where there are railway staff on the trains it is often possible for them to override the 'no code / automatic stop', but for safety (to reduce the risk of colliding with a train in front - especially when in tunnels) when in this emergency mode the trains are normally restricted to a very slow speed. Typically this will be something like 10mph or 15km/h. If the fault is 'just' that one train has lost the ability to receive the communications signal then it is usually possible for the train to be driven at this speed to somewhere where it can be taken out of service without blocking the rest of the route. But, at that very slow speed it is inevitable that all other trains behind it (plus the passengers!) will experience significant delays.

London's Docklands Light Railway (DLR) is one of the many automated systems, although to reassure passengers nervous for personal safety and to deter vandalism each train also carries a member of staff too. In addition to closing the doors and despatching the train at stations, these 'Train Captains' also check passenger's tickets and offer travel advice for passengers who are not local. They also carry a two-way radio so are in constant contact with the control centre.

Because train drivers who do not drive trains for more than a certain period of time lose their safety certification so all DLR services are manually driven on Sunday mornings. The same also applies to the London Underground Central Line, as these trains are also normally computer driven.

In many ways the DLR blends and blurs the different categories of railway public transport. Services are provided by light rail vehicles but the 3rd rail power system they use is more reminiscent of London's mainline railways than what is usual for what essentially are 'trams' (streetcars). Because the DLR is an automated system it can also be called an automated guided transit (AGT); however it provides a far more extensive service than is usual for AGT's - such as are often found at airports - and in this respect is more on par with the 'mini-métros' such as the French VAL system (see below). But, when it was realised that the original DLR vehicles from when the line first opened back in 1977 could not be used on the London Underground 'tube' style extension to Bank underground station (they did not conform to British safety standards for tunnel operation) these vehicles found a new home in Essen, Germany, where after being fitted with driving cabs and pantographs started operating over that cities' light rail system - which includes both tram-style sections of street running shared with the general road traffic and tunnel services in Essen's underground system.

As previously stated, not everyone likes unstaffed trains - some passengers suggest that they make them feel distinctly uneasy just in case there is a failure. This fear of things that drive themselves - though understandable - is irrational because although very rare when rail accidents do occur the majority of them can be attributed to human error - often by the signalmen or train driver (signal past at danger - SPAD - being a known issue) and it is in the fitting of automated safety systems that override human errors these incidents are usually prevented. The real danger comes from the roads where there are so many accidents that the media generally only reports them when they involve either major carnage or multiple deaths.

In February 1981 the Japanese opened the first urban automated guideway transit (AGT) of the present era.

The Kobe Port Island Line (commonly known as Port Liner) was built to link and open up for development the artificial island of Port Island with Sannomiya Station, Kobe's main transit hub. The line also serves the new Kobe Airport, which was built on an artificial island near Port Island.

Tokyo's first AGT system is the New Transit Yurikamone, which when it opened in 1995 was known as the Tokyo Waterfront New Transit Waterfront Line. This line serves the artificial island of Odaiba which has become a popular entertainment and leisure destination. Despite charging premium fares and there being cheaper (subterranean) alternatives the line is popular because being elevated it offers passengers excellent skyline views. Carrying over 100,000 passengers per day it makes a net profit and will fully pay off its construction cost loans more quickly than the originally anticipated 20 year period. The line is 14.7km (little over 9 miles) in length and serves 16 stations.

By way of a contrast, the Horishima Astram Line still retains a member of staff at the front of the train.

The clickable larger images will allow for a closer inspection of the guidance system.

Many people may baulk at the elevated nature (over a roadway) of the line, however in a crowded cityscape this makes excellent sense, plus with overall system construction costs in mind being elevated represents a much more cost effective solution than locating the system underground.

In 1983 the French city of Lille opened the first métro system with fully unstaffed trains.

These trains use the 'VAL' system which nowadays exists in several cities including Paris, Toulouse, Rennes Turin (Italy), Taipei (Taiwan) & Chicago (USA). The name 'VAL' was originally used because it represented the route of the first line - Villeneuve d'Ascq à Lille (ie: Villeneuve d'Ascq to Lille) - but now it officially stands for véhicule automatique léger, or automated light(weight) vehicle. The term 'lightweight' refers to the fact that at just 26 metres in length (two linked cars), 2 metres in width and with a passenger capacity of 152 per twin-unit train the VAL trains are smaller in size, mass etc. than traditional trains. They partially make up for their low passenger capacity however by being able to operate at headways as close as 60 seconds.

The advantages of using 'lightweight' trains such as these is that it reduces the cost of building the system. Shorter trains require shorter (cheaper to construct) stations whilst lighter-weight railcars require physical infrastructure which is of a lower mass and therefore also less expensive to construct.

Note that VAL follows the French passion for rubber-tyred métros.

In 2006 a successor to the VAL system was announced. The NeoVal will use a single central rail for guidance and will be able to operate without any electrical supply between the stations (no third rail or overhead), making the cost of infrastructure much lower.

The VAL automated metro system is also used in the Italian city of Turin (Torino).

Another French City with an unstaffed automated métro line is Lyon; this uses a different system and its trains feature large panoramic front windows so passengers can enjoy the view of where they are going. Note that in Lyon only line D is automated and that instead of platform doors an infra-red system detects obstructions on the platform edge.

Several Canadians cities also use automated métros, and as with the French they use home-grown technology.

Originally named ICTS (for Intermediate Capacity Transit System) The Canadian system uses rolling stock known as Canadian Automated Light Rail Transit vehicles (ALRT). This system combines both traditional and several innovative state-of-the-art technologies; for guidance it uses traditional standard gauge steel-wheels-on-steel-rail technology and innovative steerable bogies whilst for propulsion it features innovative Linear Induction Motors (LIM), which is an electromagnetic propulsion system. This was the first major application of LIM technology for urban transport.

With steerable bogies the two axles independently follow the track curvature, this significantly reduces flange contact with the rail thereby substantially reducing rail noise as well as bogie & track maintenance requirements plus extends wheel life to almost one million km.

Linear Induction Motors are ‘straight line' versions of the conventional rotary alternating current electric motor.

Motive power comes from the motors reacting with the aluminum-capped steel rail located between the running rails. There are no moving parts, substantially reducing maintenance and risk of mechanical failure. Braking is effected by using the LIMs to act as electricity generators (effectively this means regenerative braking which returns power back to the power rails for other trains to use) although at lower speeds the LIMs are powered to provide reverse thrust. This electrical braking mode is supplemented by spring-applied hydraulically-released disc brakes for final stopping and parking.

Being light rail vehicles they also use additional electro-magnetic track brakes which slide along the running rails and assure a rapid stop in an emergency.

Nowadays the system is known as Advanced Rapid Transit (ART) and a new generation of higher capacity rolling stock has been introduced.

Two Canadian, two American and one Malaysian city use the ART system. In 1985 Toronto was the first city to open an ART route, and here it acts as an add-on to the pre-existing heavy rail subway and streetcar networks. Although the vehicles are automated all trains carry a driver whose duties include initiating door closure & station departure.

Vancouver's system opened in 1986 and here the system acts as a fully automated mini-métro. The 2, 4 or even 6-car trains are unstaffed / driverless and call at station platforms which do not have platform doors. It is called SkyTrain because apart from a short tunnel section in the city centre the initial part of the system was mostly elevated (aka: 'in the sky'). Since opening the network has been extended several times, plus several completely new routes have been built as well, although one of these eschews ART technology. Along with the (electric) trolleybuses and commuter rail the SkyTrain network forms the backbone of Vancouver's urban transport network.

Vancouver's SkyTrain system continues to expand although whilst the Canada Line - which opened in August 2009 - also uses automated trains they use different steel wheel technologies.

In Detroit single or twin-car Mk1 ART trains travel along an elevated guideway on a 2.9 miles (4.7 km) one-way loop, calling at 13 stations. A complete circuit takes just under 15 minutes and services operate at three to five minute intervals. The DPM (Detroit People Mover) was meant to be a 'downtown distributor' for a planned new rapid transit rail system serving the city, however this was not built.

In New York the ART system is used on the AirTrain JFK service which is an 8.1-mile (approximately 13km) line that connects John F. Kennedy International Airport (JFK) to the city's subway and commuter trains, and airport car parking areas. The AirTrain operates three services, one of which just links the various airport terminals in a clockwise loop whilst the other two serve the terminals in an anti-clockwise loop and then extend towards New York City, splitting enroute to serve Howard Beach-JFK and Jamaica Stations where there are interchange facilities with some New York Subway and Long Island Railroad services (plus many bus lines). Before splitting these services also call at an intermediate station (Federal Circle) to serve the car rental companies, hotel shuttle buses to hotels and the airport's air cargo area.

Because of its specialist operations servicing an airport the AirTrain is free for to travel within the airport and to / from Federal Circle station. However fares must be paid by passengers either joining or leaving the AirTrain at Howard Beach-JFK or Jamaica stations. As with most other dedicated rail-air links the fares are of a premium nature, and as is often the situation in large cities which operate electronic ticketing systems these fares can only be paid using the electronic tickets. In New York these tickets are known as a MetroCard and take the form of thin, plastic cards with a magnetic stripe on one side which the customer electronically loads with fares. They are widely used in New York on urban transportation services operated by (or for) the Metropolitan Transportation Authority. Other ticketing options for the AirTrain JFK include multi-ride MetroCards of various types.

In Malaysia the ART system is used on the Kelana Jaya Line, which is coloured pink on the Kuala Lumpur transit map. The system operates a mix of two and four car trains, with the latter gradually being introduced as more rolling stock becomes available.

In Beijing, China this system is also used on a dedicated airport service. Known as the Airport Express it is 27km (a little under 17 miles) in length and connects the Beijing Capital International Airport with Dongzhimen in Beijing. In all there are four stops, two at the airport (serving terminal 3 and then terminal 2) and two at interchange stations with the underground railway.

Because of its specialist operations servicing an airport and in common with most other dedicated rail-air links the Airport Express charges a special fare that is much higher than the regular fare for the other local transports.

This line opened just before the August 2008 Beijing Olympic games on 19 July 2008.

Still under construction is an 18.5km line in Seoul, Korea. To be known as the EverLine Rapid Transit System this will feature 15 stations and will link the Everland amusement park in the city of Yongin with the Seoul Metropolitan Subway.

In Paris, France, the first trials with automation took place in 1951. Between 1952 & 1956 trials used a train in passenger service. After multi-train trials in the 1960's the period 1972-1979 saw wholesale conversion of most of the métro system to automatically driven trains. However, door control and giving the 'starting' signal (after station stops) still remains in the domain of a 'real person'.

Note that only some of the Parisian system uses rubber-tyred trains - the rest still uses traditional steel wheel technology!

With Line 14 being very successful Paris is now (2010) converting Line 1 to full driverless operation using a technology that also includes 'moving block' train protection, as this will allow service frequencies on this very busy line to be increased to every 85 seconds. The conversion process includes the installation of platform screen doors or gates at every station and unlike when there are major works on railways in Britain is being done whilst the system is still operating; ie: with minimal inconvenience to passengers being a part of the process.

At present one of the MRT lines on the Island State of Singapore uses fully automated and driverless trains, although more are planned. This is the 20km (12½ mile) North East Line heavy metro line which opened on 20 June 2003. It is also the first fully subterranean line in Singapore.

When built this line featured 16 stations, although provision was made for a few more to be added at a later date. Passengers using this line are charged higher fares than on other lines in Singapore, this is said to reflect the line's high cost of construction.

Faced with severe environmental issues related to motor vehicle exhaust fumes the Italian city of Perugia decided that the only solution lay in restricting car and motorcoach access to parts of the city centre. However they also recognised that another part of the solution lay in improving public transport so that fewer people would want to drive their own cars and that visitors who come by motorcoach should also be happy to leave their vehicles outside of the city centre. Therefore, in addition to increasing car and coach parking capacity on the outskirts of the historic city centre and installing escalators between the parking areas and the city centre, they built a new metro system.

Being a small city (population a little below 165,000) on a hilly location they reasoned that they needed a lower capacity system capable of climbing steeper gradients, and wanting to maintain attractiveness by means of a high service frequency they opted to use lower capacity 'cabin' type vehicles which would operate as a funicular railway.

Known as the MiniMetro the Perugia system can operate so frequently that waiting time is almost non-existent. 3.2km (2miles) in length the system currently has seven stations, although a second line with two further stations is planned. There are 25 rubber-tyred vehicles which like normal railways can be added or removed from service as required depending on expected passenger numbers. Five metres long each, they are fitted with eight tip-up and one fixed 'special needs' seats and have a maximum capacity of 50 passengers. Other features include an acoustic 'doors closing' alarm and LED display which provides 'next station' and destination updates. The systems' top speed various between 36-43km/h (22-26mph)

Services are only cable operated between stations, as at the stations they are automatically detached from the cable and conveyed through the station by an independent conveyor system.

Although generally welcomed the MiniMetro has attracted some complaints by people who live close to the route who cite the continuous hum of the cable pulleys as being somewhat noisy.

The name MiniMetro is a registered trade mark, so can only be used on systems developed by the Italian company Leitner, who are specialists in automatic aerial ropeways and chairlifts - so it is not surprising that some practices from these transports (such as disengaging from the cable at stations) have been ported over.

Along with some other automated 'cabin' transports more photographs of the MiniMetro can be found on the Monorails, Maglevs and 'Cabin' Transports. page.