How Automated Roadway Vehicle Technology Will Impact Transit Systems, Facilities and Operations J. Sam Lott Kimley-Horn and Associates, Inc. ITS Texas 2015 Conference November 12, 2015
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How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
ITS Texas 2015 Conference
November 12 2015
Exploring the New World of
AVCV Applications
to Transit
Texas Southern University CTTR
and Kimley-Horn Collaborative
bull AVCV Transit Vehicles ndash Automated amp connected
roadway vehicles (AVCV) robotic driverless vehicles
bull Transitways ndash Exclusive lanes for AVCV vehicles
bull Automated Buses ndash Rubber tired amp driverless AVCV
vehicles of ldquobusrdquo size and operating with assigned routes
bull Demand-Responsive Service ndash Dynamic reconfiguration
of routes to meet demand
Definition of Terms
bull Automated Supervisory System ndash
Commandcontrol system that
monitors dispatches and
optimizes the AVCV transit
vehicles
Source Kimley-Horn
Last 50 Years of
Automated Guideway
Transit
Driverless Automated Guideway Transit
(AGT) Has Been Running for a Half Century
1964 Source Official Skybus Webpage
httpwwwbrooklineconnectioncomhistoryFactsSkybushtml
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Exploring the New World of
AVCV Applications
to Transit
Texas Southern University CTTR
and Kimley-Horn Collaborative
bull AVCV Transit Vehicles ndash Automated amp connected
roadway vehicles (AVCV) robotic driverless vehicles
bull Transitways ndash Exclusive lanes for AVCV vehicles
bull Automated Buses ndash Rubber tired amp driverless AVCV
vehicles of ldquobusrdquo size and operating with assigned routes
bull Demand-Responsive Service ndash Dynamic reconfiguration
of routes to meet demand
Definition of Terms
bull Automated Supervisory System ndash
Commandcontrol system that
monitors dispatches and
optimizes the AVCV transit
vehicles
Source Kimley-Horn
Last 50 Years of
Automated Guideway
Transit
Driverless Automated Guideway Transit
(AGT) Has Been Running for a Half Century
1964 Source Official Skybus Webpage
httpwwwbrooklineconnectioncomhistoryFactsSkybushtml
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
bull AVCV Transit Vehicles ndash Automated amp connected
roadway vehicles (AVCV) robotic driverless vehicles
bull Transitways ndash Exclusive lanes for AVCV vehicles
bull Automated Buses ndash Rubber tired amp driverless AVCV
vehicles of ldquobusrdquo size and operating with assigned routes
bull Demand-Responsive Service ndash Dynamic reconfiguration
of routes to meet demand
Definition of Terms
bull Automated Supervisory System ndash
Commandcontrol system that
monitors dispatches and
optimizes the AVCV transit
vehicles
Source Kimley-Horn
Last 50 Years of
Automated Guideway
Transit
Driverless Automated Guideway Transit
(AGT) Has Been Running for a Half Century
1964 Source Official Skybus Webpage
httpwwwbrooklineconnectioncomhistoryFactsSkybushtml
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Last 50 Years of
Automated Guideway
Transit
Driverless Automated Guideway Transit
(AGT) Has Been Running for a Half Century
1964 Source Official Skybus Webpage
httpwwwbrooklineconnectioncomhistoryFactsSkybushtml
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Driverless Automated Guideway Transit
(AGT) Has Been Running for a Half Century
1964 Source Official Skybus Webpage
httpwwwbrooklineconnectioncomhistoryFactsSkybushtml
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
AGT Systems Have Been Very Effective
as CirculatorConnector Systems
Miami Metromover Downtown
People Mover
1986
Began service in 1986
as part of the UMTA
Downtown People Mover
Program
Source Kimley-Horn
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Full Automation Now Being Applied for
Metropolitan-Scale Systems
Singapore Metro
7
Starting in 2003 Singapore
Land Transportation has run
fully automated rapid transit
lines including the North East
MRT Line (NEL) and the Circle
Line (CCL) NEL began service
in 2003 and CCL in 2009
Source Kimley-Horn
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Robotic Vehicles in Passenger Service
Applied as Automated Transit Networks
Heathrow Airport Terminal 5 Parking Connector
2011
Source ULTra PRT
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Next Technology Advances
bull Two key elements of technology evolution enabling system operational response to changing demand patterns are still in the experimentaldevelopmental phase
Automated Demand-Response ndash Large-scale (100+ vehicles) real-time demand-response operating modes with automated dispatching
Dynamic Entrainment ndash Virtual coupling of vehicles on-the-fly with train consists periodically reconfigured to fit demand patterns
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Demand-Response Dispatching Will
Change Fixed Route Transit Paradigm
bull New Paradigm for Guideway Transit Operations
Real-time demand-response dispatching
Small vehicles direct ride between OD stations
Off-line stations allow mainline express service
Operational concepts
developed through studies
such as 2004 BART Study ndash
Simulation Modeling of fixed
guideway AGT system
between BART Fruitvale
Station and Alameda Island
Ref Optimizing AGT Applications Through
Demand-Responsive Control Systems Authors J Sam Lott Eugene Nishinaga 2005 ASCE Automated People Mover Conference
Source
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Toyota ITMS Demonstration of Dynamic
Entrainment on Dedicated Transitways
bull Intelligent Multimodal Transit
System ndash 2 Million
Passengers Carried
bull Automated vehicles steered
themselves without physical
guidance
bull Automated entrainment
demonstrated even as
vehicles were moving
Source Toyota Ref A New Public Transport System
that Bridges the Gap between Cars and
Rail ldquoIMTSrdquo Authors Keiji Aoki Rie Hayashida 2005 ASCE Automated People Mover Conference
Expo 2006 Aichi Japan Demonstrated Toyotarsquos ITMS
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Next 50 years of
Driverless AVCV
Public Transit
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Evolutionary Path Over Near Term
bull Near Term -- Next 5-10 Years
Applications to HOVTransitways and Managed
Lanes with Vehicle Operator Onboard
Applications in Controlled Environments at Low
Speeds with Driverless Vehicles (eg campus
setting)
bull Medium Term ndash Next 10-20 Years
Applications in Mixed Traffic at Moderate
Speeds and With Driverless Vehicles
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Automated Roadway Vehicles Will
Be On the Market By 2020s
Source Audi
Source Nissan
Source Mercedes
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Parallel Path of AVCV Technology
Development is Well Underway
Autonomous Vehicle (AV)
Development By Private
SectorAuto Manufacturers
Connected Vehicle (CV)
Development By USDOT
and State DOTs
All Transit
Applications
Automated Supervisory
Control System bull Monitor the Status of the System
bull Dispatch Each Transit Vehicle
bull Respond to Passenger Trip Requests
bull Take vehicles in and out of service
bull Optimize all performance metrics
NEAR amp MEDIUM TERM
System Equipment
LONG TERM
Facilities and Operations
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
P
P
P
P
Bus Rapid Transit
Rice Univ
Main
Campus
Mid-
Campus
South
Campus
Conceptual
Texas Medical
Center Circulator
Phase IV
20 ndash 30 Years
Transit Circulator System
Street Running LRT
Pedestrian Access Stations
Intermodal Stations
P Remote Parking Structure
High Speed Suburban LRT Commuter Line
Conceptual Texas
Medical Center Plan
for Automated Aerial
Circulator System
Source 2006 TMC Transit Circulator Definition Study
Long Distance Commuter Rail
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Conceptual TMC Automated Aerial Circulator
With Virtually Coupled Automated Buses
Source Kimley-Horn
Source Wikimedia
httpscommonswikimediaorgwikiFileEXPO_2005
_of_Three_IMTS(s)_organizationjpg
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Rice Village
Rice University
Texas Medical
Center Campus
Herman Park
amp Zoo
Conceptual ATN System Connecting TMC Rice
University Rice Village and Herman Park
Conceptual TMC Aerial
Transit Circulator System
Existing LRT
System
Proposed TMCRice
Aerial Transitway
And Surface Road
Automated Transit
Network System
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Conceptual ATN System With Small
Driverless Vehicles Running on Campus
Roadways and Passing Over Heavy Traffic
on TMC Streets amp Arterials
Source ULTra PRT
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
AVCV Technology
Development
SYSTEMS
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Early Applications of Driverless
Vehicles on Dedicated Transitways
bull Bus platooning lateral steering control and
precision docking in controlled environments
have already been demonstrated
bull Magnetic markers (nails) have provided
guidance for steering control with a driver
providing acceleration and braking control
Source Caltrans Source Caltrans
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
bull No operator onboard the vehicletrain
bull Robotic controls navigate and steer the vehicle
bull Rubber-tired vehicles replace rail vehicles
Automated Buses amp Trains in the Future
World of Transit Will be AVCV Vehicles
Masdar City Abu Dhabi
No switches along
the transitways
2011
Source 2GetThere ATN
2011
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Demand Response Transit Serving a Major
Rail Station with 4-Pass ATN Vehicles
Shared Ride Service
23
Approximate ATN Corridor
Length = 35 miles (56 km)
Northeast Corridor (NEC)
HSR Station
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Demand-Response Network Routes Will
Shape Transit Service ndash Automated Transit
Networks (ATNs)
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
AVCV Technology
Development
FACILITIES
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
bull Conventional fixed route
guideway transit has on-
line stations
bull AVCV Transitway makes
off-line stations possible
without switches
Automated AVCV Transitways With Off-
Line Station Configuration
Source Toyota
Source Bombardier
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths
Station Capacity is of critical importance
Serial Berths more compact lower in cost
Vehicle F24 3 Passengers Bound for NEC Station
Maintaining Speed at 11 mph
Time 60131 am
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Operating In a Shared Ride Dispatch Mode
Serial Berths Had Inadequate Capacity ndash
4 Passenger Vehicles 93 Vehicles in Fleet
203 Peak Occ
on Platform
5 Minute Intervals
CONCLUSION Station Platform is Full Due to Insufficient Capacity
170 Sustained Occ
on Platform
Peak 5 Minute Flow-In Rate (Brdg + Altg) = 200 (2400 pph Equiv Rate)
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Serial Berths Had Inadequate
Capacity to Handle Surge Flows
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Station Configurations Investigated
ndash Serial Berth vs Parallel Berths Analysis of ridership demands surge flows
essential to station size and configuration
Parallel Berths provide highest throughput
Vehicle F24 4 Passengers Bound for Terminal B Station
2 mph Speed Accelerating to 5 mph
Time 60021 am
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
System Performance Constrained by
Remote NEC Station and Inability to
Sustain Adequate Vehicle Supply
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Final Concept Added Empty Vehicle
Storage Near NEC for Enlarged Fleet
and Parrallel Berth Station Configuration
Surge of passengers from
departing train flow toward
ATN station platform
Empty vehicles waiting on
Storage Track for dispatch
Time 61246 am
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Case Study with Parrellel Berth Capacity ndash
4 Passenger Vehicles 116 Vehicles in Fleet
and Storage Track Near Rail Station
Operating In a Shared Ride Dispatch Mode
140 Peak Occ
on Platform
5 Minute Intervals
5879 Daily Boarding Passengers
Peak 5 Minute Flow-In Rate
(Brdg+ Altg) = 200
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Future AVCV Transit
Stations Will Look Less
Like This
Source Kimley-Horn
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
And More Like This
Source Google Earth
El Paso
Los Angeles
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
AVCV Technology
Development
OPERATIONS
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Future View for Transit in 50 Years From
Where We Stand With AVCV Technology
Off-Line Stations Combined with Appropriate
Demand-Response Supervisory Control System
Provide a New Paradigm for Metro Systems
bull Direct OD station service is common
bull Highest demand patterns efficiently served with
customized service
bull Dynamic adjustment to train routing based on
peak station-to-station demand patterns with
Real Time Dispatch by Supervisory Control
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Blend of Fixed Route and Demand-
Response Network Routes Will Change
Transit Corridor Operations
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Portions of Transit Corridors
Will Remain Fixed Route
Service
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Fixed Route Operation
Original Simulation Study
Demand-Response Operations Provide
Direct Origin-to-Destination Service
Portions of Transit Corridor Operations
Reconfigured as Demand-Response
Networks
Demand-Response
Network Operation
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Fixed Route Operation
Demand-Response
Network Operation
Original Simulation Study
Some Dominant Demand Patterns Most Efficiently
Served by Fixed Route Service Within Transit Network
Blend of Fixed Route and Demand-Response
Network Routes Within Corridor Service
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Blend of Fixed Route and Network
Demand-Response Service With Vehicles
Sized to Match Ridership Requirements
Source Toyota Source 2GetThere
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Automated Transit Networks Already
Running with Small Driverless Vehicles
Masdar City ATN
Source 2GetThere
London Heathrow Airport Terminal 5
Source ULTra
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Virtually-Coupled ldquoTrainsrdquo of Driverless
Vehicles Can be Served with a Parallel
Berth Station Configuration
bull Fixed route ldquotrainsrdquo can be virtually
ldquouncoupledrdquo to use the same berths as
smaller automated transit vehicles
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
bull Trains can bypass stations that are not
the destination of passengers onboard
bull Shorter trains can connect specific high
demand station pairs with direct service
Independent Driverless Transit Vehicles or
Trains Can Serve Unique Station-to-Station
Demand Patterns
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Different Sizes of Transit Vehicles Can
Also Serve the Same Stations as
Automated Trains
bull Demand-response dispatching of smaller
vehicles can serve a transit network
bull Individuals or groups share a ride between
common origindestination station pairs
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
Virtual Coupling allows train reconfiguration
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Trains Can Be Dynamically Reconfigured
to Serve Changing Demand Patterns in
Real Time
bull Independent transit vehicles can be
automatically coupled to a train for the
next route segment when the next station
destination is the same for all vehicles
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Automated Supervisory Control System
Optimizes Customer Service Energy
Consumption and Operational Efficiency
bull During periods of low demand vehicles
can be held in a dormant state in station
berths until dispatched into service
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
New Operational Paradigm Blends Demand
Responsive Service With Direct Origin-to-
Destination Trips With Fixed Route Transit
bull Dynamic Signage in station berths to
Show the destination served by the next vehicle to arrive
Similar to gate departure signage in airport terminals
Dynamic
Signage
Showing
Destination
A A B C
B C A A
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Station Berths With Dynamic Signage to
Show the Next Destination Served ndash
ATN Demand-Response amp Fixed Route
Source Wikipedia ndash httpsenwikipediaorgwikiAdolfo_SuC3
A1rez_MadridE28093Barajas_Airport
Source Wikipedia ndash Toyota IMTS Aichi 2005 Transportation Expo
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
Impacts of
AVCV Technology
Applications to Transit
Over the Next 50 Years
CONCLUSIONS
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
SYSTEMS
AVCV Transit Conclusions
Driverless Vehicles of all sizes
Removal of Switches will facilitate off-line
stations
Main line by-passes station
Station passing lanes allow parallel berths
Virtual Coupling for off-line station flexibility
Individual vehicle berths
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
FACILITIES
AVCV Transit Conclusions
Station Platform Considerations
Platform designs suitable for large and small
vehicle sizes
Virtual couplinguncoupling adds flexibility to
serve both entrained and independent vehicles
Dynamic signage similar to gate departure
signage in airport terminals
Platform edge doors may be required
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
OPERATIONS
AVCV Transit Conclusions
Supervisory Control Systems will provide
automated dispatching of all vehicles and will
optimize all aspects of system performance
Real-Time Dispatching in response to
individual passenger trip demands
Dynamic Routing of each vehicle
Dynamic Train Reconfiguration to maximize
transitway capacities on high-demand segments
Empty Vehicle Management to position
vehicles where needed or remove from service
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
OPERATIONS
AVCV Transit Conclusions
Dynamic Routing
Fixed Routes ndash Hourly demand patterns will
determine train lengths and station pairs served
Demand Response ndash Independent vehicles
dispatched upon demand call
Dynamic Train Reconfiguration
Reconfiguration of vehicles to form a new train
possible in the station or ldquoon-the-flyrdquo along the
transitway
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
How Automated Roadway
Vehicle Technology Will
Impact Transit Systems
Facilities and Operations
J Sam Lott
Kimley-Horn and Associates Inc
TexITE 2015 Conference
November 12 2015
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