Rubber-tyred metro
106509
223472857
2008-07-04T06:09:56Z
Oahiyeel
4294125
fix redirects & fm
[[Image:Bogie-metro-Meteor-p1010692.jpg|right|200px|thumb|[[Bogie]] from an [[MP 89]] [[Paris Métro]] rolling stock]]
[[Image:MontrealMetro7035.JPG|thumb|200px|Rubber tires and guideway of a [[Montreal Metro]] train]]
A '''Rubber-tyred metro''' is a form of [[rapid transit]] system that uses a mix of [[road transport|road]] and [[rail transport|rail]] technology. The vehicles have wheels with [[rubber]] [[tire|tyres]] which run inside a guideway for traction, as well as traditional railway steel wheels with flanges on steel tracks for guidance. Most rubber-tyred trains are purpose-built and designed for the system on which they operate. [[Guided bus]]es are sometimes referred to as '[[tram]]s on tyres', and compared to rubber-tyred metros. See also [[Guided bus#Rubber-tyred "trams"|Rubber-tyred trams]] and [[Bombardier Guided Light Transit]].
==History==
[[Image:Metro-Paris-Rame-MP-73-Lign.jpg|left|200px|thumb|An [[MP 73]] [[Paris Métro]] rolling stock]]
[[Image:RubberTracksOnPontDeNeuilly.jpg|left|200px|thumb|Rubber tracks between [[Pont de Neuilly (Paris Métro)|Pont de Neuilly]] and [[Esplanade de La Défense (Paris Métro)|Esplanade de la Défense]]]]
During the [[World War II]] German occupation of Paris, the Metro system was used to capacity, with relatively little maintenance performed. At the end of the war, the system was so worn out that thought was given as to how to renovate the system. Rubber-tyred metro technology was first applied to the [[Paris Métro]], developed by [[Michelin]], who provided the tyres and guidance system, in collaboration with [[Renault]], who provided the vehicles. Starting in 1951, an experimental vehicle, the [[MP 51]], operated on a test track between Porte des Lilas and Pré Saint Gervais, a section of line not open to the public.
[[Paris Métro Line 11|Line 11]] [[Châtelet (Paris Métro)|Châtelet]] - [[Mairie des Lilas (Paris Métro)|Mairie des Lilas]] was the first line to be converted, in 1956, chosen because of its steep grades. This was followed by Line 1 [[Château de Vincennes (Paris Métro)|Château de Vincennes]] - [[Pont de Neuilly (Paris Métro)|Pont de Neuilly]] in 1964, and Line 4 [[Porte d'Orléans (Paris Métro)|Porte d'Orléans]] - [[Porte de Clignancourt (Paris Métro)|Porte de Clignancourt]] in 1967, converted because they had the heaviest traffic load of all Paris Métro lines. Finally, Line 6 [[Charles de Gaulle - Étoile (Paris Métro and RER)|Charles de Gaulle - Étoile]] - [[Nation (Paris Métro and RER)|Nation]] was converted in 1974 to cut down noise on its many elevated sections. Because of the high cost of converting existing rail-based lines, this is no longer done in Paris, nor elsewhere; now rubber-tyred metros are used in new systems or lines only, including the new [[Paris Métro Line 14]].
The first completely rubber-tyred metro system was built in [[Montreal]], [[Canada]]; see [[Montreal Metro]]. A few more recent rubber-tyred systems have used automated, driverless trains; one of the first such systems, developed by [[Matra]], opened in 1983 in [[Lille]], and others have since been built in [[Toulouse]] and [[Rennes]] the first automated rubber-tyred system opened in Kobe (Japan) in February 1981. It is the Portliner linking Sanomiya railway station with Port Island.
==Technology==
[[Image:ST SN5000 20061102 001.jpg|right|200px|thumb|5000 series central rail-guided rubber-tyred rolling stock operated by Sapporo City Transportation Bureau, Japan, and built by [[Kawasaki Heavy Industries Rolling Stock Company]]]]
[[Image:Sapporo_subway_rollers.jpg|right|200px|thumb|Sapporo Subway guide rail and steel rollways]]
[[Image:Ligne-D--detail-de-l-essieu.jpg|200px|thumb|'''MPL-85''' rolling stock in [[Lyon métro]]]]
[[Image:Metro Mexico City.jpg|200px|thumb|'''NM-73''' in [[Mexico City metro]]]]
===Overview===
The vehicle is in the form of [[electric multiple unit]], with power supplied by one, or both, of the guide bars, which thus also serves as the third rail (the current is not picked up through the horizontal wheels, but through a separate lateral pickup shoe). The return current passes through a return shoe to one, or both of the rails, or to the other guide bar, depending on the type of system.
The type of guideway used on a system varies between networks. Two parallel rollways, each the width of a tyre are used, either of [[concrete]] ([[Montreal Metro]], [[Lille Metro]], [[Toulouse Metro]], most part of [[Santiago Metro]]), [[Structural steel|H-Shape]] [[Hot rolling|hot rolled steel]] ([[Paris Métro]], [[Mexico City Metro]], the non-underground section of [[Santiago Metro]]), or flat steel ([[Sapporo Municipal Subway]]). As on a railway, the driver does not have to steer, because the system relies on a redundant system of railway steel wheels with flanges on steel [[rail tracks]]. The Sapporo system is an exception as it uses a central guide rail only.<ref>{{cite web
|url=http://www.urbanrail.net/as/sapp/sapporo.htm
|title=UrbanRail.Net > Asia > Japan > Sapporo Subway (Metro)
|publisher=www.urbanrail.net
|accessdate=2008-04-15
}}</ref> The [[VAL]] system used in Lille and Toulouse has conventional track between the guide bars.
On some systems (e.g., Paris, Montreal, Mexico City) there is a regular railway track between the rollways and the vehicles also have railway wheels with larger (taller) than normal [[flange]]s, but these are normally at some distance above the rails and are used only in the case of a flat tyre and at [[railroad switch|switches/points]] and [[Level junction|crossings]]. In Paris these rails were also used to enable mixed traffic with rubber-tyred and steel-wheeled trains using the same track, particularly during conversion from normal railway track. Other systems (e.g. Lille and Toulouse) have other sorts of flat tyre compensation and switching methods.
The essential difference between rubber-on-concrete and steel-on-steel is that rubber-on-concrete generates more [[friction]]. This results in various pros and cons.
===Advantages===
Advantages of rubber-tyred metro systems (compared to steel wheel on steel rail):
* Smooth ride (with little "jostling" around)
* Faster [[acceleration]]{{ref|a1}}
* Shorter braking distances, allowing trains to be signalled closer together
* The ability to climb or descend steeper slopes (~[[grade (slope)|gradient]] 13%) than would be feasible with conventional [[rail tracks]].
* Quiet ride in open air (for residents and those outside the train)
<small>
# {{note|a1}} Modern steel-on-steel rolling stock using distributed-traction with a high-proportion of powered axles, have narrowed the gap to the acceleration/performance found in rubber-tyre rolling stock.</small>
===Disadvantages===
The higher friction causes disadvantages (compared to steel wheel on steel rail):
* Higher energy consumption than steel-on-steel
* A larger quantity of excess heat is generated
* Weather variance. Losing the [[Traction (engineering)|traction]]-advantage in inclement weather (snow and ice){{ref|b1}}
* Heavier; steel rails remain for switching purposes, and as a safety backup{{ref|b2}}
* Tyre replacement cost{{ref|3}}
{|border=0 style="font-size:80%"
|rowspan=3 width=10px|
|valign=top|1.{{note|b1}}||To reduce weather disruption, the [[Montreal Metro]] runs 100% underground. On [[Paris Métro Line 6]], upgrades of tyres (as used with cars) and special ribbed tracks have been trialled.
|-
|2.{{note|b2}}||In effect, there are two systems running in parallel. This is more expensive to build, install and maintain.
|-
|valign=top|3.{{note|b3}}||Rubber tyres have higher wear rates and therefore need more frequent replacement. Although a steel wheels set is more expensive than a pair of tyres, the frequency of their respective replacements makes rubber tyres the more expensive option. And in addition many rubber tyres for guidance will be needed, too.
|}
Although it is a more complex technology, most rubber-tyred metro systems use quite simple techniques, in contrary to guided buses. Heat dissipation is an issue as eventually all traction energy consumed by the train — except the electric energy regenerated back into the substation during [[Regenerative brake#Dynamic and regenerative electrical brakes|electrodynamic braking]] — will end up in losses (mostly heat). In frequently operated tunnels (typical metro operation) the extra heat from rubber tyres is a widespread problem, necessitating ventilation of the tunnels.
==Similar technologies==
[[Automated guideway transit|Automated driverless systems]] are not exclusively rubber-tyred; many have since been built using conventional rail technology, such as London's [[Docklands Light Railway]] and Vancouver's [[SkyTrain (Vancouver)|SkyTrain]], as well as [[AirTrain JFK]] which is linking [[John F. Kennedy International Airport|JFK Airport]] in [[New York City]] with local subway and commuter trains. Most [[monorail]] manufacturers prefer rubber tyres.
==List of systems==
{|class="wikitable"
!width=125px|Country
!width=150px|City/Region
!width=250px|System
!width=225px|Technology
|-
|{{flag|Canada}}
|[[Montreal]]
|[[Montreal Metro]]
|[[Michelin]]
|-
|{{flag|Chile}}
|[[Santiago, Chile|Santiago]]
|[[Santiago Metro]] (Lines 1, 2 and 5)
|Michelin
|-
|rowspan=8|{{flag|France}}
|[[Laon]]
|[[Poma 2000]]
|[[Cable car (railway)|Cable-driven]]
|-
|[[Lille]]
|[[Lille Metro]]
|[[VAL]] 206, 208
|-
|[[Lyon]]
|[[Lyon Metro]] (Lines [[Lyon Metro Line A|A]], [[Lyon Metro Line B|B]], and [[Lyon Metro Line D|D]])
|Michelin
|-
|[[Marseille]]
|[[Marseille Metro]]
|Michelin
|-
|[[Paris]]
|[[Paris Métro]] (Lines [[Paris Métro Line 1|1]], [[Paris Métro Line 4|4]], [[Paris Métro Line 6|6]], [[Paris Métro Line 11|11]], and [[Paris Métro Line 14|14]])
|Michelin
|-
|Paris ([[Paris-Orly Airport|Orly]])
|[[Orlyval]]
|VAL 206
|-
|[[Rennes]]
|[[Rennes Metro]]
|VAL
|-
|[[Toulouse]]
|[[Toulouse Metro]]
|VAL
|-
|{{flag|Italy}}
|[[Turin]]
|[[Metrotorino]]
|VAL 208
|-
|rowspan=7|{{flag|Japan}}
|rowspan=2|[[Kobe]]
|[[Kobe New Transit]]
|
|-
|[[Port Island Line]]
|[[Kawasaki Heavy Industries Rolling Stock Company|Kawasaki]]
|-
|rowspan=2|[[Hiroshima]]
|[[Hiroshima Rapid Transit]]
|
|-
|[[Astram Line]]
|Kawasaki / [[Mitsubishi Heavy Industries|Mitsubishi]] / [[Niigata Transys]]
|-
|[[Sapporo]]
|[[Sapporo Municipal Subway]]
|Kawasaki
|-
|rowspan=2|[[Tokyo]]
|[[Yurikamome]]
|Mitsubishi / Niigata Transys / [[Nippon Sharyo]] / [[Tokyu Car Corporation|Tokyu]]
|-
|[[Nippori-Toneri Liner]]
|
|-
|{{flag|Mexico}}
|[[Mexico City]]
|[[Mexico City Metro]]
|Michelin
|-
|{{flag|Singapore}}
|<small>N/A</small>
|[[Light Rail Transit (Singapore)|Light Rail Transit]]
|[[Bombardier CX-100|Bombardier]] / [[Mitsubishi Heavy Industries Crystal Mover|Mitsubishi]]
|-
|{{flag|Republic of China}}
|[[Taipei]], [[Taiwan]]
|[[Taipei Rapid Transit System]] ([[Muzha Line (TRTS)|Muzha Line]])
|VAL 256<br /><small>(will be replaced by [[Bombardier]]'s CITYFLO 650 in 2009)</small>
|-
|{{flag|United States}}
|[[Chicago]], [[Illinois]] ([[O'Hare International Airport|O'Hare]])
|[[Airport Transit System]]
|VAL 256
|}
===Under construction===
{|class="wikitable"
!width=125px|Country
!width=150px|City/Region
!width=250px|System
|-
|{{flag|Switzerland}}
|[[Lausanne]]
|[[Lausanne Metro]] Line m2 (2008)
|-
|{{flag|Republic of China}}
|[[Taipei]], [[Taiwan]]
|[[Taipei Rapid Transit System]] ([[Neihu Line (TRTS)|Neihu Line]]) (2009)
|}
===Planned===
{|class="wikitable"
!width=125px|Country
!width=150px|City/Region
!width=250px|System
|-
|{{flag|Hong Kong}}
|[[Hong Kong Island]]
|[[MTR]] [[West Island Line and South Island Line|South Island Line]]
|-
|{{flag|Republic of Korea}}
|[[Uijeongbu]]
|<small>one line, name not yet announced</small> (2011)
|-
|{{flag|Macau}}
|<small>N/A</small>
|[[Macau Light Transit System]]
|-
|rowspan=2|{{flag|Turkey}}
|[[Istanbul]]
|<small>three lines, name not yet announced</small>
|-
|[[Ankara]]
|<small>one line, name not yet announced</small>
|}
==See also==
{{commonscat|Rubber-tyred metro}}
{{commonscat|Rubber-tyred rolling stock}}
* [[VAL]] (Véhicule Automatique Léger)
==References==
* Bindi, A. & Lefeuvre, D. (1990). ''{{lang|fr|Le Métro de Paris: Histoire d'hier à demain,}}'' Rennes: Ouest-France. ISBN 2-7373-0204-8. {{fr icon}}
* Gaillard, M. (1991). ''{{lang|fr|Du Madeleine-Bastille à Météor: Histoire des transports Parisiens,}}'' Amiens: Martelle. ISBN 2-87890-013-8. {{fr icon}}
* [http://www.emdx.org/rail/metro/principeE.html Marc Dufour's "The principle behind the rubber-tired metro".] {{en icon}}
==External links==
* [http://www.infovisual.info/05/050_en.html TRUCK (bogie)]
{{Public transport}}
[[Category:Alternatives to conventional railways]]
[[Category:Rapid transit]]
[[es:Metro de neumáticos]]
[[fr:Métro sur pneumatiques]]
[[it:Metropolitana su gomma]]
[[nl:Bandenmetro]]
[[pl:Kolej ogumiona]]
[[ru:Метрополитен на шинном ходу]]
[[zh:膠輪路軌系統]]