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{{Short description|Form of rapid transit}}
] from an ] ] rolling stock]]
{{distinguish|Rubber-tyred tram}}
] ] rolling stock]]
{{Expand German|date=September 2024|topic=transport}}
] and ]]]
{{Use dmy dates|date=April 2024}}
] rubber-tyred rolling stock operated by Sapporo City Transportation Bureau, Japan, and built by ]]]
A '''rubber-tyred metro''' or '''rubber-tired metro''' is a form of ] system that uses a mix of ] and ] technology. The vehicles have ]s with ] ]s that run on a ] inside ]s for traction. Traditional, ] steel wheels running on ] provide guidance through ] and act as backup if tyres fail. Most rubber-tyred trains are purpose-built and designed for the system on which they operate. ]es are sometimes referred to as ']s on tyres', and compared to rubber-tyred metros.<ref name=RailSystem>{{cite web |url=http://www.railsystem.net/rubber-tyred-metro-2/ |title=Rubber-Tyred Metro |work=Rail System |date= |access-date=17 November 2021}}</ref>


==History==
'''Rubber-tyred metro''' is a form of ], but using some road technology: the vehicles have wheels with ] ] (tires), but using a set of two parallel ] (e.g. ], ], ], most part of ]), ] ] (e.g. ], ], the non-underground section of ]), or flat steel (e.g. ]) rollways, each the width of a tyre. As on a railway, the driver does not have to steer, because the system relies on a redundant traditional railway system (steel wheels with flanges on steel tracks).
The first idea for rubber-tyred railway vehicles was the work of Scotsman ], the original inventor of the pneumatic ]. In his patent of 1846<ref>{{Cite patent|country= GB |number= 10990|gdate= 10 June 1846}} {{Dead link|date=July 2020}}</ref> he describes his 'Aerial Wheels' as being equally suitable for, "the ground or rail or track on which they run".<ref name="Tompkins, Aerial Wheel" >{{Cite book
|title=The History of the Pneumatic Tyre
|chapter=1: Invention
|last=Tompkins
|first=Eric
|year=1981
|publisher=Dunlop Archive Project
|isbn=0-903214-14-8
|pages=
|chapter-url=https://archive.org/details/historyofpneumat0000tomp/page/2
}}</ref> The patent also included a drawing of such a railway, with the weight carried by pneumatic main wheels running on a flat board track and guidance provided by small horizontal steel ] running on the sides of a central vertical ].<ref name="Tompkins, Aerial Wheel" /> A similar arrangement was patented by ], inventor of ], in February 1936, patent ES 141056; in 1973, he built a development of this patent: 'Tren Vertebrado', Patent DE1755198; at Avenida Marítima, in ].


During the ] 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 that thought was given as to how to renovate it. Rubber-tyred metro technology was first applied to the ], developed by ], who provided the tyres and guidance system, in collaboration with ], who provided the vehicles. Starting in 1951, an experimental vehicle, the ], operated on a test track between Porte des Lilas and Pré Saint Gervais, a section of line not open to the public.
The ] family, used in a number of cities including ] and ], are rubber-tyred.


] ] – ] was the first line to be converted, in 1956, chosen because of its ]. This was followed by ] ] – ] in 1964, and ] ] – ] in 1967, converted because they had the heaviest traffic load of all Paris Métro lines. Finally, ] ] – ] was converted in 1974 to reduce ] on its many elevated sections. Because of the high cost of converting existing rail-based lines, this is no longer done in Paris, or elsewhere. Now, rubber-tyred metros are used in new systems or lines only, including the new ].
Most rubber-tyred trains are purpose-built and designed for the system on which they operate.


The ] was built in ], Quebec, Canada, in 1966. The trains of the ] and ]s are based on those of the ]. A few more recent rubber-tyred systems have used automated, driverless trains; one of the first such systems, developed by ], opened in 1983 in ], and others have since been built in ] and ]. Paris Metro Line 14 was automated from its beginning (1998), and ] was converted to automatic in 2007–2011. The first automated rubber-tyred system opened in ], Japan, in February 1981. It is the ] linking ] with Port Island.
]es are sometimes referred to as 'trams on tyres', and compared to rubber-tyred metros. See also ] and ].


==Technology==
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 ]s, but these are normally at some distance above the rails are used only in the case of a flat tyre and at ]es/points and ]s. 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.


===Overview===
The vehicle is electric, 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 (as in the case of Lille and Toulouse where there is no conventional track between the guide bars) (])
] tracks on the ]]]
Trains are usually in the form of ]s. Just as on a conventional railway, the driver does not have to steer, with the system relying on some sort of guideway to direct the train. The type of guideway varies between networks. Most use two parallel ]s, each the width of a tyre, which are made of various materials. The Montreal Metro, ], ], and most parts of Santiago Metro, use ]. The ] employs a ]. The Paris Métro, Mexico City Metro, and the non-underground section of Santiago Metro, use ]d ], and the ] uses flat ]. The Sapporo system and ] use a single central ] only.<ref>{{cite web
|url = http://www.urbanrail.net/as/sapp/sapporo.htm
|title = Sapporo Subway
|website = UrbanRail.Net
|access-date = 15 April 2008
|url-status = dead
|archive-url = https://web.archive.org/web/20080429201618/http://www.urbanrail.net/as/sapp/sapporo.htm
|archive-date = 29 April 2008
}}</ref>


On some systems, such those in Paris, Montreal, and Mexico City, there is a conventional {{Track gauge|sg|allk=on}} ] between the roll ways. The ]s of the train include ] with longer ] than normal. These conventional wheels are normally just above the rails, but come into use in the case of a flat tyre, or at ] and ]. 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. The ] system, used in Lille and ], has other sorts of flat-tyre compensation and switching methods.{{what|date=January 2022}}
The advantages of rubber-tyred metro systems include quietness of operation, faster ], shorter braking distances, and the ability to climb or descend steeper slopes (~] 13%) than would be feasible with conventional ]. This ability to climb or descend allowed ] to pass under the ] within a relatively short distance.


On most systems, the electric power is supplied from one of the ]s, which serves as a ]. The current is picked up by a separate lateral ]. The return current passes via a ] to one or both of the conventional ], which are part of most systems, or to the other guide bar.
However, there are strong disadvantages as well. Rubber tyres have considerably more ] than the optimal combination of steel wheel on rail, thus leading to more energy consumption. They also rapidly lose their ] advantage under inclement weather (especially snow and ice, and that is why the ] was built and will be extended entirely underground). Furthermore, it is a more complex technology, using proprietary components, and sharing little standardisation with steel-wheeled systems. Weight advantages are minimal, because the traditional steel wheels and rails are still a part of the system as a safety backup, and are also needed for switching purposes. So, in effect, there are two systems running in parallel. This is expensive to build, install and maintain.


] ] and flat steel ]s]]
There is another one in regard to the dissipation of heat: eventually all traction energy consumed by the train — except the electric energy regenerated back into the substation during ] — will end up in losses (mostly heat). Especially in frequently operated tunnels (typical metro operation) this is a widespread problem, necessitating ventilation of the tunnels. By using rubber tyres with their higher energy demand, this problem is even aggravated. Another disadvantage is cost: Rubber tyres have high wear rates and therefore need very 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.
Rubber tyres have higher ] than traditional steel railway wheels. There are some advantages and disadvantages to increased rolling resistance, causing them to not be used in certain countries.<ref name=RailSystem />


===Advantages===
The quality of ride can be variable. Noise levels are also not appreciably lower than most traditional steel-wheeled metro systems and can be higher than some modern welded-rail systems.{{Fact|date=February 2007}}
{{More citations needed section|date=April 2024}}
Compared to steel wheel on steel rail, the advantages of rubber-tyred metro systems are:
* Faster ], along with the ability to climb or descend steeper slopes (approximately a ] of 13%) than would be feasible with conventional ], which would likely need a ] instead.{{efn|Rubber-tyred wheels have better adhesion than traditional rail wheels. Nonetheless, modern steel-on-steel rolling stock using distributed-traction with a high proportion of powered axles have narrowed the gap to the performance found in rubber-tyred rolling stock.}}
** For example, the rubber-tyred Line 2 of the ] has grades of up to 12%.<ref>{{cite web |url=http://www.canada.com/montrealgazette/features/metro/story.html?id=c84a8361-0981-403c-b6df-8ce82fc71db2 |title=Sticking with rubber |work=] |date=14 September 2005 |access-date=21 December 2011 |url-status=dead |archive-url=https://web.archive.org/web/20120517031404/http://www.canada.com/montrealgazette/features/metro/story.html?id=c84a8361-0981-403c-b6df-8ce82fc71db2 |archive-date=17 May 2012 }}</ref>
* Shorter braking distances, allowing trains to be ] closer together.
* Quieter rides in open air (both inside and outside the train).
* Greatly reduced rail wear with resulting reduced maintenance costs of those parts.


== History == ===Disadvantages===
The higher friction and increased rolling resistance cause disadvantages (compared to steel wheel on steel rail):
During the ] 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 ], developed by ], who provided the tyres and guidance system, in collaboration with ], who provided the vehicles. Starting in 1951, an experimental vehicle operated on a test track between Porte des Lilas and Pré Saint Gervais, a section of line not open to the public. ] ] - ] was the first line to be converted, in 1956, chosen because of its steep grades. This was followed by Line 1 ] - ] in 1964, and Line 4 ] - ] in 1967, converted because they had the heaviest traffic load of all Paris Métro lines. Finally, Line 6 ] - ] 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 ].
* Higher energy consumption.
*Worse ride, when compared with well-maintained steel-on-steel systems.<ref>{{Cite book|last=Harrison|first=Matthew C.|title=SAE Technical Paper Series|date=1 February 1974|chapter=Rubber Tire vs. Steel Wheel Tradeoffs|volume=1|chapter-url=https://www.sae.org/content/740228/|pages=740228|doi=10.4271/740228}}</ref>
* Possibility of tyre blow-outs - not possible in railway wheels.
* Higher cost of maintenance and manufacture.
* Normal operation generates more heat (from friction).
* Weather variance. ''(Applicable only to above-ground installations)''
** Loss of the ]-advantage in inclement weather (snow and ice).{{efn|In order to reduce weather disruption, the Montreal Metro runs completely underground. On ], upgrades of tyres (as used with cars) and special ribbed tracks have been tried out. The southernmost section of the ] ] is also elevated, but is covered by an aluminum shelter to reduce weather disruption.}}
* Same expense of steel rails for switching purposes, to provide electricity or ] to the trains and as a safety backup.{{efn|In effect, there are two systems running in parallel so it is more expensive to build, install and maintain. This is in turn an advantage for conversions to this technology because it can be done with less service disruptions on an existing line, and allows to use more widespread railway components compared to VAL for example.}}
* ]s that frequently need to be replaced, contrary to rails using steel wheels, which need to be replaced less often.{{efn|Since rubber tyres have higher wear rates, they need more frequent replacement, which makes them more expensive in the long run than steel wheelsets with higher first cost (that may be needed anyway as backup). Rubber tyres for guidance are needed.}}
* Tyres break down during use and turn into particulate matter (dust), which can be hazardous air pollution, also coating surrounding surfaces in dirty rubber dust.<ref>{{cite journal|title=Airborne Particulate Debris from Rubber Tires |last1=Pierson |first1=W. R. |last2=Brachaczek |first2=Wanda W. |journal=] |date=1 November 1974 |volume=47 |issue=5 |pages=1275–1299 |doi=10.5254/1.3540499}}</ref>


Although it is a more complex technology, most rubber-tyred metro systems use quite simple techniques, in contrast to ]es. Heat dissipation is an issue as eventually all traction energy consumed by the train&nbsp;—&nbsp;except the electric energy regenerated back into the substation during ]&nbsp;—&nbsp;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. As a result, some rubber-tyred metro systems do not have air-conditioned trains, as air conditioning would heat the tunnels to temperatures where operation is not possible.
Though these systems have a certain novelty and panache to them, they have not been widely adopted, except by the few cities listed below.


==Similar technologies==
The first completely rubber-tyred metro system was built in ], ]; see ]. A few more recent rubber-tyred systems have used automated, driverless trains; one of the first such systems, developed by ], opened in 1983 in ], and others have since been built in ] and ] the first automated rubber-tyred system opened in Kobe (Japan) in February 1981. It is the Portliner linking Sanomiya railway station with Port Island. (] are not exclusively rubber-tyred; many have since been built using conventional rail technology, such as London's ] and Vancouver's ].) Most ] manufacturers prefer rubber tyres.
] are not exclusively rubber-tyred; many have since been built using conventional rail technology, such as London's ], the ] and Vancouver's ], the Hong Kong ], which uses converted rolling stocks from non-driverless trains, as well as ], which links ] in ] with local subway and commuter trains. Most ] manufacturers prefer rubber tyres.


== Examples == ==List of systems==
Rubber-tired systems are as follows, {{As of|2023|lc=yes}}:{{Citation needed|date=October 2024}}
] rolling stock in Montreal metro]]
{|class="wikitable sortable"
] rolling stock in Lyon métro]]
!width=125px|Country/Region
]
!width=150px|City/Region
]]]
!width=250px|System
!width=225px|Technology
!Year opened
|-
|{{flag|Canada}}
|]
|]
|] ] (], ], ])<br />]/] ] (], ])
|1966
|-
|{{flag|Chile}}
|]
|] (Lines ], ], and ])
|] NS-74 (])<br />] NS-88 (])<br />] ] (], ])<br />] NS-04 (])<br />] NS-07 (])<br />] NS-12 (])<br />] NS-16 (], ])
|1975
|-
|rowspan=3|{{nowrap|{{flag|China}} }}
|]
|]
|]{{Broken anchor|date=2024-07-29|bot=User:Cewbot/log/20201008/configuration|target_link=BYD Company#SkyShuttle Rubber-tyred tram|reason= The anchor (SkyShuttle Rubber-tyred tram) ].}}
|2021
|-
|]
|]
|Bombardier ]
|2010
|-
|]
|] (])
|Bombardier ] 300
|2018
|-
|rowspan=8|{{flag|France}}
|]
|]
|]<br />]
|1983
|-
|]
|] (Lines ], ], and ])
|] ] (], ])<br />] ] (])
|1978
|-
|]
|]
|] ]
|1977
|-
|]
|] (Lines ], ], ], ], and ])
|] / ], {{track gauge|sg|disp=1}} between ]s
|1958{{efn|The system opened in 1901, but was not converted to a rubber-tyred system until 1958.}}
|-
|Paris (])
|]
|]
|1991
|-
|Paris (])
|]
|]
|2007
|-
|]
|]
|] (A)
] (B)
|2002
|-
|]
|]
|]<br />]
|1993
|-
|rowspan=2|{{flag|Germany}}
|]
|]
|Bombardier ] (as Adtranz CX-100)
|1994
|-
|]
|
|Bombardier ] 300
|2015
|-
|{{flag|Indonesia}}
|]
|]
|]
|2017
|-
|{{flag|Hong Kong}}
|{{sort|Hong Kong|] (])}}
|]
|] ]<br />]
|1998 <br /> 2007 (Phase II)
|-
|{{flag|Italy}}
|]
|]
|]
|2006
|-
|rowspan=10|{{flag|Japan}}
|]
|] (])
|]<br />]<br />]
|1994
|-
|]
|] (] / ])
|]
|1981 (Port Island Line) <br /> 1990 (Rokkō Island Line)
|-
|]
|]
|]
|1981
|-
|]
|]
|
|1983
|-
|]
|]
|]
|1971
|-
|rowspan=2|]
|]
|]<br />]<br />]<br />]
|1995
|-
|]
|]
|2008
|-
|] / ]
|]
|]
|1985
|-
|]
|]
|]
|1982
|-
|]
|]
|]<br />]<br />]<br />]
|1989
|-
| rowspan="3" |{{flag|Republic of Korea}}
|]
|] ]
|] (])
|2011
|-
|], Gyeonggi-do
|]
|]
|2012
|-
|]
|]
|] (])
|2022
|-
|{{flag|Macau}}
|], Cotai
|]
|] ]
|2019
|-
|{{flag|Malaysia}}
|]
|]
|Bombardier ] (as Adtranz CX-100)
|1998
|-
|{{flag|Mexico}}
|]
|] (All lines except ] & ])
|], {{track gauge|sg}} between ]s
|1969
|-
|{{flag|Singapore}}
|]
|]
|Bombardier ] (] and ]) and future ]<br />] ] (] and ])
|1999
|-
|{{flag|Switzerland}}
|]
|]
|] ]
|2008
|-
|rowspan=2|{{nowrap| {{flag|Taiwan}} }}
|]
|] ]
|]<br />Bombardier ]
|1996
|-
|]
|]
|]
|2018
|-
|{{flag|Thailand}}
|]
|]
|Bombardier ] 300
|2020
|-
|{{flag|UAE}}
|]
|]
|] ] (Terminal 3)<br />Bombardier ] 300 (Terminal 1)
|2013
|-
|rowspan=3|{{flag|United Kingdom}}
|]
|]
|Bombardier ] (Replaced C-100s)
|1988
|-
|], Essex (])
|]
|Westinghouse/]<br />]
|1991
|-
|]
|]
|Bombardier ]
|2008
|-
| rowspan="10" |{{flag|United States}}
|], Illinois (])
|]
|Bombardier ] (Replaced VAL256s in 2019)
|1993–2018 (VAL), 2021 (Innovia)
|-
|], Texas (])
|]
|Bombardier ]
|2007
|-
|], Colorado (])
|]
|Bombardier ]
|1995
|-
|], Texas (])
|]
|Bombardier ] (as Adtranz CX-100)
|1999
|-
|], Florida
|]
|Bombardier ] (Replaced C-100s late 2014)
|1986
|-
|] (])
|]
|Bombardier ]
|2013
|-
|], California (])
|]
|Bombardier ]
|2003
|-
|]
|]
|Westinghouse C-100/Bombardier ]
|1980
|-
|] (])
|]
|Mitsubishi Heavy Industries ]
|2010
|}


===Under construction===
]:
{|class="wikitable"
*] — ] (])
!width=125px|Country/Region
!width=150px|City/Region
!width=250px|System
|-
|{{flag|Republic of Korea}}
|]
|]
|-
|{{flag|United States}}
|], California (])
|]
|-
|}


===Defunct systems===
]:
{|class="wikitable"
*] — ]
!Country/Region
** Lines 1, 2 and 5 (Michelin)
!City/Region
!System
!Technology
!Year opened
!Year closed
|-
|{{flag|France}}
|]
|]
|]
|1989
|2016
|-
|{{flag|Japan}}
|]
|]
|]
|1991
|2006
|}


==See also==
]:
{{Commons category}}{{div col|colwidth=22em}}
*] — ]
* ]
*] — ] (] 206, 208)
*] — ] * ]
* ]
** Lines ], ] and ] (Michelin)
* ]
*] — ] (Michelin)
* ]
*] — ]
* ]
** Line ], ], ], ] and ] (Michelin)
** ] (VAL 206) * ]
* ]
*] — ] (VAL)
* ]s
*] — ] (VAL)
* ] (also spelled ''tyre'')
* ]
* ] – a rubber-tyred funicular in Istanbul, Turkey
* ] (Véhicule Automatique Léger)
{{div col end}}


==Notes==
]:
{{noteslist}}
*] — ] (VAL 208)

]:
*] — ]
** ] (])
*] — ]
** ] (] / Kawasaki / ])
*] — ] (Kawasaki)
*] — ] (] / Mitsubishi / ] / Niigata Transys)

]:
*] - ] (Michelin)

]:
*] (Bombardier / Mitsubishi)

Taiwan (]):
*]
** ] (VAL 256*)
:<small>*The driverless system will be replaced by ]'s CITYFLO 650 while its extension, Neihu Line inaugurated in 2009</small>

=== Under construction ===
]:
*]
** M2 ligne (inaugurated in 2008)

Taiwan (Republic of China):
*Taipei Rapid Transit System
** ] (Bombardier's system, inaugurated in 2009)

=== Planning ===
]:
*]
**] (both East and West sections)

]:
*]


==References== ==References==
{{Reflist}}
* Bindi, A. & Lefeuvre, D. (1990). ''Le Métro de Paris: Histoire d'hier à demain,'' Rennes: Ouest-France. ISBN 2-7373-0204-8. (''French'')
* Gaillard, M. (1991). ''Du Madeleine-Bastille à Météor: Histoire des transports Parisiens,'' Amiens: Martelle. ISBN 2-87890-013-8. (''French'') * Bindi, A. & Lefeuvre, D. (1990). ''{{lang|fr|Le Métro de Paris: Histoire d'hier à demain,}}'' Rennes: Ouest-France. {{ISBN|2-7373-0204-8}}. {{in lang|fr}}
* Gaillard, M. (1991). ''{{lang|fr|Du Madeleine-Bastille à Météor: Histoire des transports Parisiens,}}'' Amiens: Martelle. {{ISBN|2-87890-013-8}}. {{in lang|fr}}
* (''English'') * (''English'')


==External links== ==External links==
*
{{commonscat|Rubber-tyred metro}}
**
{{commonscat|Rubber-tyred rolling stock}}
*
*
*



{{Public transport}}
]
]


{{DEFAULTSORT:Rubber-Tyred Metro}}
]
]
]
]
]
]

Latest revision as of 22:50, 11 October 2024

Form of rapid transit Not to be confused with Rubber-tyred tram.
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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

A rubber-tyred metro or rubber-tired metro is a form of rapid transit system that uses a mix of road and rail technology. The vehicles have wheels with rubber tires that run on a roll way inside guide bars for traction. Traditional, flanged steel wheels running on rail tracks provide guidance through switches and act as backup if tyres fail. Most rubber-tyred trains are purpose-built and designed for the system on which they operate. Guided buses are sometimes referred to as 'trams on tyres', and compared to rubber-tyred metros.

History

The first idea for rubber-tyred railway vehicles was the work of Scotsman Robert William Thomson, the original inventor of the pneumatic tyre. In his patent of 1846 he describes his 'Aerial Wheels' as being equally suitable for, "the ground or rail or track on which they run". The patent also included a drawing of such a railway, with the weight carried by pneumatic main wheels running on a flat board track and guidance provided by small horizontal steel wheels running on the sides of a central vertical guide rail. A similar arrangement was patented by Alejandro Goicoechea, inventor of Talgo, in February 1936, patent ES 141056; in 1973, he built a development of this patent: 'Tren Vertebrado', Patent DE1755198; at Avenida Marítima, in Las Palmas de Gran Canaria.

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 that thought was given as to how to renovate it. 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.

Line 11 Châtelet – 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 – Pont de Neuilly in 1964, and Line 4 Porte d'Orléans – 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 – Nation was converted in 1974 to reduce train noise on its many elevated sections. Because of the high cost of converting existing rail-based lines, this is no longer done in Paris, or 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, Quebec, Canada, in 1966. The trains of the Santiago and Mexico City Metros are based on those of the Paris Métro. 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. Paris Metro Line 14 was automated from its beginning (1998), and Line 1 was converted to automatic in 2007–2011. The first automated rubber-tyred system opened in Kobe, Japan, in February 1981. It is the Port Liner linking Sannomiya railway station with Port Island.

Technology

Overview

VAL tracks on the Lille Metro

Trains are usually in the form of electric multiple units. Just as on a conventional railway, the driver does not have to steer, with the system relying on some sort of guideway to direct the train. The type of guideway varies between networks. Most use two parallel roll ways, each the width of a tyre, which are made of various materials. The Montreal Metro, Lille Metro, Toulouse Metro, and most parts of Santiago Metro, use concrete. The Busan Subway Line 4 employs a concrete slab. The Paris Métro, Mexico City Metro, and the non-underground section of Santiago Metro, use H-Shaped hot rolled steel, and the Sapporo Municipal Subway uses flat steel. The Sapporo system and Lille Metro use a single central guide rail only.

On some systems, such those in Paris, Montreal, and Mexico City, there is a conventional 1,435 mm (4 ft 8+1⁄2 in) standard gauge railway track between the roll ways. The bogies of the train include railway wheels with longer flanges than normal. These conventional wheels are normally just above the rails, but come into use in the case of a flat tyre, or at switches (points) and 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. The VAL system, used in Lille and Toulouse, has other sorts of flat-tyre compensation and switching methods.

On most systems, the electric power is supplied from one of the guide bars, which serves as a third rail. The current is picked up by a separate lateral pickup shoe. The return current passes via a return shoe to one or both of the conventional railway tracks, which are part of most systems, or to the other guide bar.

Sapporo Subway guide rail and flat steel roll ways

Rubber tyres have higher rolling resistance than traditional steel railway wheels. There are some advantages and disadvantages to increased rolling resistance, causing them to not be used in certain countries.

Advantages

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Compared to steel wheel on steel rail, the advantages of rubber-tyred metro systems are:

  • Faster acceleration, along with the ability to climb or descend steeper slopes (approximately a gradient of 13%) than would be feasible with conventional rail tracks, which would likely need a rack instead.
    • For example, the rubber-tyred Line 2 of the Lausanne Metro has grades of up to 12%.
  • Shorter braking distances, allowing trains to be signalled closer together.
  • Quieter rides in open air (both inside and outside the train).
  • Greatly reduced rail wear with resulting reduced maintenance costs of those parts.

Disadvantages

The higher friction and increased rolling resistance cause disadvantages (compared to steel wheel on steel rail):

  • Higher energy consumption.
  • Worse ride, when compared with well-maintained steel-on-steel systems.
  • Possibility of tyre blow-outs - not possible in railway wheels.
  • Higher cost of maintenance and manufacture.
  • Normal operation generates more heat (from friction).
  • Weather variance. (Applicable only to above-ground installations)
    • Loss of the traction-advantage in inclement weather (snow and ice).
  • Same expense of steel rails for switching purposes, to provide electricity or grounding to the trains and as a safety backup.
  • Tyres that frequently need to be replaced, contrary to rails using steel wheels, which need to be replaced less often.
  • Tyres break down during use and turn into particulate matter (dust), which can be hazardous air pollution, also coating surrounding surfaces in dirty rubber dust.

Although it is a more complex technology, most rubber-tyred metro systems use quite simple techniques, in contrast 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 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. As a result, some rubber-tyred metro systems do not have air-conditioned trains, as air conditioning would heat the tunnels to temperatures where operation is not possible.

Similar technologies

Automated driverless systems are not exclusively rubber-tyred; many have since been built using conventional rail technology, such as London's Docklands Light Railway, the Copenhagen metro and Vancouver's SkyTrain, the Hong Kong Disneyland Resort line, which uses converted rolling stocks from non-driverless trains, as well as AirTrain JFK, which links JFK Airport in New York City with local subway and commuter trains. Most monorail manufacturers prefer rubber tyres.

List of systems

Rubber-tired systems are as follows, as of 2023:

Country/Region City/Region System Technology Year opened
 Canada Montreal Montreal Metro Bombardier MR-73 (Green, Blue, Yellow)
Alstom/Bombardier MPM-10 (Orange, Green) 		1966
 Chile Santiago Santiago Metro (Lines 1, 2, and 5) Alstom NS-74 (5)
Concarril NS-88 (2)
Alstom NS-93 (1, 5)
Alstom NS-04 (2)
CAF NS-07 (1)
CAF NS-12 (1)
Alstom NS-16 (2, 5) 		1975
 China Chongqing Bishan SkyShuttle BYD Skyshuttle 2021
Guangzhou Zhujiang New Town Automated People Mover System Bombardier Innovia APM 100 2010
Shanghai Shanghai Metro (Pujiang line) Bombardier Innovia APM 300 2018
 France Lille Lille Metro Matra VAL206
Siemens VAL208 		1983
Lyon Lyon Metro (Lines A, B, and D) Alstom MPL 75 (A, B)
Alstom MPL 85 (D) 		1978
Marseille Marseille Metro Alstom MPM 76 1977
Paris Paris Métro (Lines 1, 4, 6, 11, and 14) Michelin / Alstom, 1,435 mm between Rollways 1958
Paris (Orly Airport) Orlyval Matra VAL206 1991
Paris (Charles de Gaulle Airport) CDGVAL Siemens VAL208 2007
Rennes Rennes Metro Siemens VAL208 (A)

Siemens Cityval (B)

2002
Toulouse Toulouse Metro Matra VAL206
Siemens VAL208 		1993
 Germany Frankfurt Airport SkyLine Bombardier Innovia APM 100 (as Adtranz CX-100) 1994
Munich Airport Bombardier Innovia APM 300 2015
 Indonesia Soekarno–Hatta International Airport Soekarno–Hatta Airport Skytrain Woojin 2017
 Hong Kong Hong Kong (Chek Lap Kok Airport) Automated People Mover Mitsubishi Crystal Mover
Ishikawajima-Harima 		1998
2007 (Phase II)
 Italy Turin Metrotorino Siemens VAL208 2006
 Japan Hiroshima Hiroshima Rapid Transit (Astram Line) Kawasaki
Mitsubishi
Niigata Transys 		1994
Kobe Kobe New Transit (Port Island Line / Rokkō Island Line) Kawasaki 1981 (Port Island Line)
1990 (Rokkō Island Line)
Osaka Nankō Port Town Line Niigata Transys 1981
Saitama New Shuttle 1983
Sapporo Sapporo Municipal Subway Kawasaki 1971
Tokyo Yurikamome Mitsubishi
Niigata Transys
Nippon Sharyo
Tokyu 		1995
Nippori-Toneri Liner Niigata Transys 2008
Tokorozawa / Higashimurayama Seibu Yamaguchi Line Niigata Transys 1985
Sakura Yamaman Yūkarigaoka Line Nippon Sharyo 1982
Yokohama Kanazawa Seaside Line Mitsubishi
Niigata Transys
Nippon Sharyo
Tokyu 		1989
 South Korea Busan Busan Subway Line 4 K-AGT (Woojin) 2011
Uijeongbu, Gyeonggi-do U Line Siemens VAL208 2012
Seoul Sillim Line K-AGT (Woojin) 2022
 Macau Taipa, Cotai Macau Light Rapid Transit Mitsubishi Crystal Mover 2019
 Malaysia Kuala Lumpur International Airport Aerotrain Bombardier Innovia APM 100 (as Adtranz CX-100) 1998
 Mexico Mexico City Mexico City Metro (All lines except A & 12) Michelin, 1,435 mm (4 ft 8+1⁄2 in) between Rollways 1969
 Singapore Singapore Light Rail Transit Bombardier Innovia APM 100 (C801 and C801A) and future APM 300R (C801B)
Mitsubishi Crystal Mover (C810 and C810A) 		1999
  Switzerland Lausanne Lausanne Metro Line M2 Alstom MP 89 2008
 Taiwan Taipei Taipei Metro Brown Line Matra/GEC Alsthom VAL 256
Bombardier Innovia APM 256 		1996
Taoyuan Airport Taoyuan International Airport Skytrain Niigata Transys 2018
 Thailand Bangkok Gold Line Bombardier Innovia APM 300 2020
 UAE Dubai International Airport Dubai International Airport Automated People Mover Mitsubishi Crystal Mover (Terminal 3)
Bombardier Innovia APM 300 (Terminal 1) 		2013
 United Kingdom Gatwick Airport Terminal-Rail Shuttle Bombardier Innovia APM 100 (Replaced C-100s) 1988
Stansted, Essex (Stansted Airport) Stansted Airport Transit System Westinghouse/Adtranz C-100
Adtranz/Bombardier CX-100 		1991
Heathrow Airport Heathrow Terminal 5 Transit Bombardier Innovia APM 200 2008
 United States Chicago, Illinois (O'Hare) Airport Transit System Bombardier Innovia APM 256 (Replaced VAL256s in 2019) 1993–2018 (VAL), 2021 (Innovia)
Dallas/Fort Worth, Texas (DFW Airport) DFW Skylink Bombardier Innovia APM 200 2007
Denver, Colorado (DEN Airport) Automated Guideway Transit System Bombardier Innovia APM 100 1995
Houston, Texas (George Bush Intercontinental Airport) Skyway Bombardier Innovia APM 100 (as Adtranz CX-100) 1999
Miami, Florida Metromover Bombardier Innovia APM 100 (Replaced C-100s late 2014) 1986
Phoenix, Arizona (Sky Harbor International Airport) PHX Sky Train Bombardier Innovia APM 200 2013
San Francisco, California (SFO Airport) AirTrain (SFO) Bombardier Innovia APM 100 2003
Hartsfield–Jackson Atlanta International Airport (ATL) The Plane Train Westinghouse C-100/Bombardier Innovia APM 100 1980
Washington, D.C. (Dulles International Airport) AeroTrain Mitsubishi Heavy Industries Crystal Mover 2010

Under construction

Country/Region City/Region System
 South Korea Busan Busan Metro Line 5
 United States Los Angeles, California (LAX Airport) LAX Automated People Mover

Defunct systems

Country/Region City/Region System Technology Year opened Year closed
 France Laon Poma 2000 Cable-driven 1989 2016
 Japan Komaki Peachliner Nippon Sharyo 1991 2006

See also

Notes

  1. Rubber-tyred wheels have better adhesion than traditional rail wheels. Nonetheless, modern steel-on-steel rolling stock using distributed-traction with a high proportion of powered axles have narrowed the gap to the performance found in rubber-tyred rolling stock.
  2. In order to reduce weather disruption, the Montreal Metro runs completely underground. On Paris Métro Line 6, upgrades of tyres (as used with cars) and special ribbed tracks have been tried out. The southernmost section of the Sapporo Municipal Subway Namboku Line is also elevated, but is covered by an aluminum shelter to reduce weather disruption.
  3. In effect, there are two systems running in parallel so it is more expensive to build, install and maintain. This is in turn an advantage for conversions to this technology because it can be done with less service disruptions on an existing line, and allows to use more widespread railway components compared to VAL for example.
  4. Since rubber tyres have higher wear rates, they need more frequent replacement, which makes them more expensive in the long run than steel wheelsets with higher first cost (that may be needed anyway as backup). Rubber tyres for guidance are needed.
  5. The system opened in 1901, but was not converted to a rubber-tyred system until 1958.

References

  1. ^ "Rubber-Tyred Metro". Rail System. Retrieved 17 November 2021.
  2. GB 10990, issued 10 June 1846 
  3. ^ Tompkins, Eric (1981). "1: Invention". The History of the Pneumatic Tyre. Dunlop Archive Project. pp. 2–4. ISBN 0-903214-14-8.
  4. "Sapporo Subway". UrbanRail.Net. Archived from the original on 29 April 2008. Retrieved 15 April 2008.
  5. "Sticking with rubber". Montreal Gazette. 14 September 2005. Archived from the original on 17 May 2012. Retrieved 21 December 2011.
  6. Harrison, Matthew C. (1 February 1974). "Rubber Tire vs. Steel Wheel Tradeoffs". SAE Technical Paper Series. Vol. 1. p. 740228. doi:10.4271/740228.
  7. Pierson, W. R.; Brachaczek, Wanda W. (1 November 1974). "Airborne Particulate Debris from Rubber Tires". Rubber Chemistry and Technology. 47 (5): 1275–1299. doi:10.5254/1.3540499.

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