Atlanta Hartsfield-Jackson CONRAC Automated People Mover System

The CONRAC Automated People Mover (APM) System will connect the Hartsfield-Jackson Atlanta International Airport (CPTC terminal) to the new Consolidated Rental Car Facility (CONRAC), with an intermediate stop at the Georgia International Convention Center. The system will consist of approximately 1.5 mile of dual lane elevated guideway, three stations as well as Maintenance and Storage facility, which will also house the Central Control room and APM administration offices.

During the initial operation, the system will be able to carry approximately 2700 passengers per hour per direction (pphpd) utilizing a fleet of six (six) coupled pairs of self-propelled vehicles, operating in pinched loop configuration. Ultimately, the system is designed to provide the capacity of 5170 pphpd, by increasing the total number of vehicles to 14 as well as the length of each train consist.

The APM system supplier for the project is Mitsubishi Heavy Industries (MHI) with responsibility for the design and delivery of following:

  • APM Vehicles
  • Automated Train Control System
  • Audio & Visual Communications System for on-board and stations
  • Power Distribution System (AC & DC)

LBTC as a subcontractor to the system supplier, Mitsubishi Heavy Industries is responsible for the following design activities:

  1. Design and design coordination for the Audio & Visual Communications System including Fiber Optic Communication Backbone, Public Address, CCTV system, Dynamic Signage system, Operations and Maintenance Radio system and voice and data radio communication with the APM vehicles
  2. Design and design coordination of the DC Traction and Auxiliary Power Distribution System
  3. Design coordination for the Automated Train Control system
  4. Design of the Supervisory Control and Data Acquisition System
  5. Design and design coordination for the Access Control System
  6. Interface coordination for the above systems with the guideway and stations civil construction and the airport design consultants

During the construction and installation of the system LBTC will support MHI in field installation oversight and system as well integrated testing activities.

Grand Central Station Communications Systems Upgrade

The current Public Address system at Grand Central Terminal is a 500ACS Announcement Control System designed and manufactured by Innovative Electronic Designs (IED). The 50ACS system consists of:

  • IED 508 Series microphone stations in the Station Announcer’s Office and the Train Announcer’s Booth
  • 16 microphone station inputs by 72 zone outputs
  • 256 channels of diagnostics
  • 72 channels of one-third equalization
  • 64 point interface to the fire alarm system
  • Ethernet LAN with two computer station locations
  • 64 channels of IED 540 Ambient Analysis System
  • 118 channels of 200W IED 6000 Series Power Amplifiers
  • Capability for automatic assembly of train announcements.

Announcements are broadcast through differing speaker types throughout the facility according to the architecture of the areas served. Conical wall and ceiling speakers are used in the dinning, retail and passage ways. In the highly reverberant great concourse Duran Audio Intellivox speakers are used to provide clear communications. In the trainshed and throughout the platform areas horn speakers are used to provide the sound intensity necessary to overcome the high background noise. Ambient noise sensing provided by the IED 540 Ambient Analysis System is used through out the public areas and platforms.

The public concourses, retail areas, dining areas and passageways are completely covered by the current Public Address System. In the trainshed and platform areas coverage is provided on all platforms where passengers embark and disembark, although not always to the end of the platform. On both the upper and lower levels of the train shed there are two platforms that are for use by Metro North personnel only, these platforms are not covered by the Public Address System. In addition no coverage is provided by the Public Address System at any of the Emergency Exits.

LBT as a subcontractor to Hatch Mott MacDonald was engaged to design and specify the extension of the Public Address system to serve the following areas:

  • Ends of platforms not currently served by the PA System
  • Passenger Emergency Exits
  • Train storage area
  • Non public corridors
  • Power Substation
  • Heating Plant
  • Telecommunications area
  • Train crew lounge and bunk area

LBT conducted extensive site surveys to determine how best to serve the areas. The surveys determined that PA coverage could be extended to the un-served ends of the platforms by simply extending the current speaker lines taking care to maintain the acoustic balance of the system.

The other areas at Grand Central Terminal are geographically dispersed, located some distance apart on both the East and West side of the trainshed and on the upper and lower levels. Therefore an incident may be unique to an area. Two alternatives were considered in the design of the Public Address System to server these non-public areas

Service could be provided by expanding the current head end equipment. This would require modifications to the current system and placement of amplifiers and repeating equipment in the North Station Master’s Office due to the long distance between the current amplifier room and the non-public areas. The original design of the head end equipment left room for expansion, however it is likely that the UPS would have to be replaced.

A new set of head end equipment could be sited at the North Station Master’s Office. The new system could be linked to the current system to provide seamless operation. This design offers several advantages over expanding the current system:

Disturbance to the current system would be minimized. This would reduce the risk of a disturbance in operations during the installation and test phase as the new system could be installed and tested independently and linked to the current system only after it had been thoroughly tested.
Having an essentially independent system in the North Station Master’s Office will provide geographical diversity increasing the survivability of at least a partial capability of the system in the event of a major incident.

Because of the above listed advantages it was determined to proceed on the basis of design 2.

LBT’s final design package included a complete set of engineering drawings, equipment specifications and estimated costs sufficient to enable Metro North Rail Road to procurr a compliant system. LBT’s activities include procurement support and support to Metro North during the implementation phase.

Washington Dulles International Airport Automated People Mover (APM) System

The Washington Dulles International Airport (Dulles) Automated People Mover (APM) will connect the Main Terminal, Concourse A/B, and Concourse C/D. The Phase 1 System will have approximately 11,400 feet of dual-lane guideway configured in a “U” shaped loop alignment serving all domestic passengers and departing international passengers. The Phase 1 System will have four (4) stations; one station at the Main Terminal, two stations at Tier 1 (East and West), and one station at Tier 2 (East). At the southeast end of the Phase 1 System, the guideway will extend south for access and egress to an at-grade Maintenance & Storage Facility (M&SF).

The APM system supplier for the project is Mitsubishi Heavy Industries (MHI) with responsibility for the design and delivery of following:

  • APM Vehicles
  • Automated Train Control System
  • Audio & Visual Communications System for on-board and stations

LBTC as a subcontractor to the system supplier, Mitsubishi Heavy Industries was responsible for the following design activities:

  • Development of technical project deliverable documentation
  • Subcontractor oversight and administration including technical coordination
  • Design and design coordination for the Audio & Visual Communications System including Fiber Optic Communication Backbone, Public Address, CCTV system, Dynamic Signage system, Operations and Maintenance Radio system and voice and data radio communication with the APM vehicles
  • Design coordination for the Automated Train Control system
  • Design support for the APM vehicles
  • Technical support to MHI during the Design Review Meetings
  • Technical support to MHI for Operations and Maintenance Planning
  • Development of Safety Procedures
  • Testing and Commissioning Support

Duration: February 2004 to present
Approximate Construction Cost: $200M

Miami International Airport North Terminal Automated People Mover System

As part of the North Terminal Development Program at Miami International Airport, Mitsubishi Heavy Industries is supplying the automated people mover system. The system will have four stations and a total of 20 vehicles. LBTC supports MHI in engineering/systems integration work and preparation for testing and commissioning activities.

The Scope of supply by MHI includes APM vehicles and train control system as well as overall integration with all systems supplied by others including wayside and on-board communication, power distribution, platform doors and SCADA.

Our specific role is to ensure that all interfaces between subsystems are properly designed and implemented as well as to settle any outstanding open design issues.