Intelligent Transport Systems - Telenor

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Einar Flydal (53) is Senior Adviser working with corporate strategy at the Telenor headquarters. He is cand.polit. from the Univ. of Oslo (UiO), 1983, in political science, and Master of Telecom Strategy from the Univ. of Science and Technology (NTNU), Trondheim, 2002. Apart from 1985–1993, when working with IT in education and with small IT companies, Flydal has worked with Telenor in a variety of fields since 1983. He has also worked as radio freelancer on minorities and music, on statistical indicators at the Chair of Peace and Conflict Research, and on work organisation on oil platforms at the Work Research Institute, Oslo. His present professional interests are environment, CSR, innovation, and ICT. einar.flydal@telenor.com 90 Introduction to the PRT Section EINAR FLYDAL The highly innovative and disruptive idea of PRT – Personal Rapid Transit – is presented in Lowson’s paper in this issue of Telektronikk. Its close relation to ITS, understood as means to make transport more cost-efficient, accessible and less dangerous to humanity, should be evident from Lowson’s paper. Ed Anderson, the grand old man of PRT has through his extensive production of papers related to the design of the various elements of PRT systems, theoretical studies as well as pedagogical notes created much of the foundation on which the whole concept is founded. As defined by the design criteria set forth by Anderson, PRT has been wished, planned and promised for years by the most respected and experienced people in public transport. The literature is truly overwhelming. Public transport systems with several of the PRT design criteria have also been developed, designed, implemented and tested, with success in some respects, failures and revisions in others. In spite of massive efforts no true PRT has materialised in any full-scale working facility in public service. Many stories could be told to explain this fact, not the least about political plays, unrealistic enthusiasm, the “not-invented-here” syndrome as well as the co-operative traditions within transport and its commercial and professional legacy. In many respects similar stories could have been told from the early days of the steam engine, the automobile, the telephone, and from the shift from the now 150 year old technology and business models of telephony circuit switching to packet switching – the basis for Internet. The papers in this section are all about or related to PRT. Together with Lowson’s paper in the previous section, they hopefully relay to the interested reader the relevance of PRT within a general perspective of ITS. They should serve to demonstrate that PRT is a field within ITS where much of the telecom and IT competencies on networks, routing and control systems can be applied, and that the parallels between PRT and telecom may be stronger than perceived at first sight. Business boundaries and the perceived core competencies of companies are constantly being redefined by the impact of ICT. However, the impact of ICT also seems to hold the promise of converting PRT from vision to practical solution. The present papers should show that there are still practical and theoretical challenges, which is the flip side of the coin: The challenges still to be solved are exactly why the field of PRT still is innovative and offers entrepreneurial opportunities in the service of business as well as urban well-being. The papers you find in this section were compiled and/or written during the fall 2002. Telenor’s engagement in PRT since then has changed considerably: Through a Letter of Intent signed March 2003, Telenor, together with Norwegian industrial partners (Statkraft SF and Interconsult AS) and the Korean steel corporation POSCO Group Ltd, has stated its intentions to take part in the option rich development of an international Joint Venture company – with the purpose of developing a PRT system and build international business within PRT. At the moment of writing, a first phase Design and Engineering study has developed the basis for the detailed engineering works and control systems development, including the build of a test track, to be carried out in the second phase Design and Engineering during second half of 2003, but the transition to Second phase has still not been taken. The strategy behind involves the Fornebu area future public transport system, where Telenor – with its headquarters in the area – has a particular (in-)vested interest. A PRT system installed in the area where Telenor has its headquarters would not only be attractive for Telenor as a property developer and industrial engine, but a market opener world-wide – and make the advantages of comfortable, fast and toxic emission free public transport highly visible. In a world where environmental problems abound in all cities, and traditional public transport seems unable to cope with it costwise as well as to users’ attraction, the business of applying modern networks philosophy within public transport seems a promising case. That task cannot be done without simultaneously harvesting the beneficials of ICT development. Also, if we are right in the view that the core of ITS is also the core of telecom to be, the business case of PRT is not strictly about PRT alone, but about building new core competence for future ICT business and business development. Telektronikk 1.2003
Martin Lowson is Professor of Advanced Transport at the University of Bristol and CEO of Advanced Transport Systems Ltd., Bristol. Martin Lowson has a background from the space industry, and is behind the ULTra Consortium (http://www.atsltd.co.uk/), developing a PRT system that has gained well deserved attention in Europe, and will run for a fullscale application in the centre of Cardiff, Wales, in 2005. martin@lowson.net Telektronikk 1.2003 Sustainable Personal Transport *) MARTIN LOWSON Transport by conventional means involves energy use, resource use and emission output which cannot be regarded as sustainable. Current transport is dominated by the car. This provides the flexible personal transport required by modern forms of cities, but is widely recognised as unsustainable. Current public transport is poorly accepted. Unfortunately, analysis also shows that current forms of public transport offer little, or even negative, benefit in sustainability over the car. A new transport system has been devised to meet the need for transport which is both effective and sustainable. ULTra (Urban Light Transport) is an innovative form of Personal Rapid Transit (PRT). In contrast to previous forms of public transport, there is no waiting, no stopping and no transfers within the system. In many circumstances, it can offer better transport than available by other means. ULTra has been designed to demanding sustainability requirements. Typically, ULTra provides a reduction by a factor of three in energy use and emissions output over existing forms of transport. ULTra is also complementary to existing forms of transport. By providing a network link to major rail or bus stations, it can improve the attraction of current transport services. Evaluations undertaken for the Department of Transport and supported by recent questionnaire studies, suggest that a comprehensive ULTra system could attract 25 – 30 % of present car drivers. ULTra is now undergoing engineering development funded by the DTLR (Department of Transport, Local Government and the Regions). Cardiff County Council have received funding commitments by the National Assembly of Wales which will lead to implementation of a system by 2005. It is believed that the system offers a new approach to public transport with a real prospect of significant gains in effectiveness and sustainability. Introduction As pointed out in Thomson’s seminal book, Great cities and their traffic [1] “Cities are made up essentially of buildings and transport”. Modern life, and in particular modern cities, cannot exist without a supporting transport system. At the turn of the last century, the capabilities offered by train and tram controlled the form of the city. Cities were strongly focussed on a single city centre, and transport links concentrated on radial routes to and from the centre provided the key to the functioning of the city 100 years ago. But changes in culture, the economy, social relationships, beliefs, values and technology must also lead to changes in cities and their transport. Today all cities are of multi-centre form. All cities have retail parks and industrial estates which are some distance from the old city centre. Such developments have only been possible because of the car. Indeed, the overriding force in urban development for the past 50 years has been the car. New forms of urban landscape have been created which can only be served effectively at present by car based transport. A second major change from Victorian times is the strong emphasis on achieving a satisfactory environment throughout the city, and the associated requirement for transport which is sustain- *) This article is a reprint from Municipal Engineer ISI, issue 1, p 73–82, 2001. able. It is widely recognised that transport is a dominant contributor to present urban environmental problems. There is an urgent need for transport solutions which are environmentally acceptable and match the transport needs of the new structure of the city. In the UK, only 11 % of all trips (excluding walk/bicycle) are taken by public transport, although this rises to 16 % for commuting trips, cf National Transport Statistics [2]. In the US, the proportion of public transport trips is only 3 %. Passenger levels experienced in locations other than the centres of the largest cities demonstrate that current types of public transport are unable to meet the dispersed personal travel demand characteristic of current forms of multi-centre city. It is essentially impossible to satisfy these very diverse personal transport needs by versions of the old forms of corridor based public transport which served Victorian cities so well. Table 1 gives data from Brinkoff [3] on all cities in Europe with populations over a million. This data is based on official censuses and reflects the particular political boundaries defined by each of the cities. All of these cities will serve a total travelling population considerably larger than (typically double or more) the census population figure given. Note that London is more than 91
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