APM-Concepts: General Information General Information General Information General Information

2GETTHERE
APM-Concepts
General Information
2getthere Automated People Mover Concepts
General Information
Drafted by:
Information Automated People
Mover Concepts 2getthere
2getthere B.V.
Version V
drs. Robbert H.C. Lohmann
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TABLE OF CONTENTS
1 2GETTHERE ..................................................................................................................................4
2 VISION ............................................................................................................................................5
2.1 AUTOMATED PEOPLE MOVER SYSTEMS....................................................................................5

2.2 CONCEPT APPLICABILITY ..........................................................................................................6
3 TRANSIT CONCEPTS AND APPLICATIONS..........................................................................7
3.1 PERSONAL RAPID TRANSIT (CYBERCAB)..................................................................................7

3.1.1 Floriade Application ............................................................................................................9
3.2 GROUP RAPID TRANSIT (PARKSHUTTLE II) ............................................................................10
3.2.1 Rivium Application.............................................................................................................12
3.2.2 Schiphol Application ..........................................................................................................13
3.2.3 Antibes Demonstration.......................................................................................................15
4 VEHICLE TECHNOLOGY ........................................................................................................17
4.1 FROG VEHICLE NAVIGATION ..................................................................................................17

4.2 OBSTACLE DETECTION SYSTEMS ............................................................................................18
4.3 ENERGY SUPPLY .....................................................................................................................19
4.4 VEHICLE FEATURES ................................................................................................................20
4.4.1 ParkShuttle.........................................................................................................................20
4.4.2 CyberCab ...........................................................................................................................21
5 SUPERVISORY CONTROL SYSTEM TOMS.........................................................................22
6 INFRASTRUCTURE ...................................................................................................................24
6.1 TRACK ....................................................................................................................................24

6.2 STATION DESIGN.....................................................................................................................26
7 SAFETY.........................................................................................................................................28
7.1.1 Operational safety..............................................................................................................28

7.1.2 Social Safety.......................................................................................................................29

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1 2GETTHERE
2getthere markets and develops short-range Automated People Mover Systems for
personal and group transportation, which provide efficient, high quality, tailored
transport solutions. Possible applications, whether they concern simple connections
or complicated networks, range from city centers to residential areas, business and
industrial parks, theme parks and resorts.
For the realization of applications, 2getthere cooperates with expert companies in the
areas of vehicle and infrastructure development and operations of public transport
systems. Together we have the expertise to design, build and operate applications.
2getthere has realized projects at long term parking P3 of Amsterdam Airport

Schiphol, business park Rivium in the city of Capelle aan den IJssel, the horticultural
fair Floriade 2002 in the city of Haarlemmermeer and at the testsite of ULTra (Urban
Light Transit) in Cardiff (United Kingdom). The technology is also applied for the
Phileas bus as operation in the city of Eindhoven (the Netherlands).
2getthere has a worldwide exclusive license for the application of FROG-technology

in people mover applications and owns the rights to the ParkShuttle (GRT, Group
Rapid Transit) and CyberCab (PRT, Personal Rapid Transit) concepts. 2getthere
builds on nearly 10 years of experience gathered through multiple projects.
2getthere actively stimulates, follows and adopts the future development of the
technology for automatic vehicles. The company focuses on the market and its
requirements. Application engineering is done in-house, adding to the existing
knowledge regarding the requirements of automated people mover systems,
applications and customers. 2getthere co-operates with development and (local)
project partners to supply a customized application to the customer.
2getthere’s mission is to develop, market, implement and (if required) operate,

sustainable Automated People Mover Systems, with an excellent availability, reliability
and safety, which to passengers provide efficient, high quality, tailored transport
solutions, while minimizing capital and operational costs.
The company has the following key features:

• Unique System • Multidisciplinary approach
• Operational Experience • Certification Leaders
• In-depth Knowledge • Ease of Implementation
2getthere is the leading developer of electronically guided people movers and boosts
an extensive track record. 2getthere is capitalizing on this experience by continuously
improving its’ products – delivering the best possible and most suited transportation
Information Automated People systems to its customers.
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2 VISION
2.1 AUTOMATED PEOPLE MOVER SYSTEMS
Automated People Movers (APM) are a ‘guided’ transit mode with fully automated
(driverless) operation, featuring (computer-controlled) vehicles that operate on
dedicated guide-ways. APM systems are designed to replace or supplement existing
traditional transportation systems and networks.
Automated People Movers replacing traditional systems often adhere to the same
concept: mass transit with a line-haul configuration. Typical examples are found at
airports and include the VAL-system in France and the Docklands Light rail in London.
Although mass transit is an effective solution for large passenger flows between
major nodes, distribution from these nodes to more distant locations within the
network is rarely facilitated.
There are Automated People Mover Systems that are suited as feeder system (to
public transportation nodes or parking facilities). They supplement existing
transportation systems and networks by connecting them with (new) developments
such as residential areas, industrial and business parks, resorts and entertainment
parks. These systems usually have either a group- or personal transit character.
Personal Rapid Transit (PRT) and Group Rapid Transit (GRT) systems are ideally
suited as feeder systems or as local transit systems. A local transit system connects
facilities within a certain location (e.g. within a business district). These systems have
a high level of sophistication, allowing both line and network configurations and being
able to operate a short headways.
Main reasons to consider these type of automated systems is the reduced operational
and life cycle costs. Electronically guided people movers, such as marketed by
2getthere, minimize the capital costs of the infrastructure in comparison to rail-guided
systems. The automated system provides an improved service to the passengers:
24hr transportation, on-demand or at a high frequency. Cities benefit from reduction
of car traffic, congestion and the environmentally friendly character of the
transportation system. To (real estate) developers and resorts the system presents
the possibility to reduce space wasted for non-value added activities (such as
parking) by connecting locations and optimizing land use.
Each system has its own niche; for every project there should be match between the
characteristics of the transportation system (whether traditional or automated) and
the application. To be able to achieve the best fit, 2getthere does not want to limit
itself to a single product – having to push this concept for every application whether
Version V it suited or not. 2getthere offers the in-house developed PRT (CyberCab) and GRT
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(ParkShuttle) systems. For each application the most suitable system can be selected
based on application characteristics, requirements and the customer preferences.
2.2 CONCEPT APPLICABILITY
The characteristics of an application determine which transportation concept is most

suited. There is no ranking among the characteristics, but as a whole they determine
whether the most suited concept is manual or automated, has dedicated guide ways
or mixes with regular traffic, is mass, group or personal transportation, will (need to)
be installed at grade, underground or elevated, operates on-demand or on-schedule,
etc.
The basis of any application should be an analysis of the transportation demand and
flow. Each application has its’ own specifics and the most appropriate transportation
system will need to be determined based on these. 2getthere analyses applications
on nine specific elements:
1. Function (local transit, feeder system, internal transit, etc.)
2. Intensity of transportation (capacity required)
3. Spreading in time
4. Spreading is space (origins – destinations)
5. Spatial planning (space available)
6. Customer requirements / preferences
7. Application surrounding environment characteristics (a.o. visual intrusion)
8. Application Specific Issues (e.g. political influences)
9. Costs of Ownership
There is no prioritization among these elements and all are analyzed simultaneously.
It is possible that multiple types of systems are suited for the same application –
however usually a customer preference or the costs of ownership associated with the
system will tip the balance.
Based on these characteristics (requirements and customer preferences) 2getthere

advices customers if and which one of the concepts could be suited. The
characteristics also determine the optimum configuration of the suitable concept (e.g.
indicate a scheduled service is a preferred option).

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3 TRANSIT CONCEPTS AND APPLICATIONS
2getthere offers three distinctive transit concepts:

• PRT: Personal Rapid Transit (CyberCab)
• GRT: Group Rapid Transit (ParkShuttle)
3.1 PERSONAL RAPID TRANSIT (CYBERCAB)
Personal Rapid Transit (PRT) is ‘a transport method that offers personal, on-demand
non-stop transportation between any two points on a network of specially built guide-
ways’. A PRT system consists of a number of automated vehicles (seating 2 to 6
people) combining the desirable aspects of the private car (private travel at any time)
with the social advantages of public transport (no congestion and parking issues).
2getthere’s Personal Rapid Transit system features of a number of automated taxi’s

(CyberCabs) and the supervisory control system TOMS. The guide way can be
constructed at grade, but also elevated, embedded in buildings or underground. The
system in configurable as ‘true’ PRT – providing direct connections, on-demand
operations and personal transportation – but alternatively ‘ride sharing’ (single origin,
multiple destinations) and scheduled operations (to optimize capacity) can also be
implemented.

Personal Rapid Transit is all about (network and vehicle) controls. 2getthere’s ability
Mover Concepts 2getthere to provide a PRT system is based on the well-proven (20+ years) FROG network and
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CyberCab vehicle is developed in close co-operation with expert 3rd parties with
automotive experience. The CyberCab accommodates a 6-person family (4 adults, 2
children) and additionally has space available for either a wheelchair or luggage. The
vehicle features an automated sliding door, optionally a second door can be installed
allowing (dis)embarking on both sides of the vehicle.
PRT-like systems have been installed (e.g. at the Floriade 2002 by 2getthere), but to
date no ‘true’ PRT system has been realized. The first applications are imminent,
however, as increased market interest indicates. A PRT system can be installed as
feeder system to a public transportation node or (central) parking facility and as an
local transit system. Possible applications range from airports to business and
industrial parks, theme parks and resorts, city centers and residential areas.
For any application it is important that the PRT system fits within the environment. In
an existing environment, the system will be optimized in light of the restrictions its
surroundings pose, optimizing the value to both passengers and local residents.
Where and how (at grade or elevated) the system is constructed should be carefully
evaluated with regard to visual intrusion, noise and other effects on the surroundings.
In a Greenfield development system optimization within the site development requires
an integrated approach.
PRT System Summary:
System Capacity (4 second headway): 3.200 - 4.800 passengers per hour

Economically viable from: Approx. 300 p/ph or 1500 p/pd
Supervisory System (Network TOMS
Controls):
Vehicles: 6 passenger CyberCab
Infrastructure: Asphalt, at grade or elevated
Status: Engineering 2nd generation completed
Configuration: Network
Operations: On-demand / On-schedule
Connections: Direct / Ride-sharing (Single Origin,
Multiple Destinations)
Stations: Off-line
Propulsion: Central AC motor, differential rear axle
Energy supply: Electric or Hybrid
Maximum speed: 40 km/h [25m/ph]
Guidance: FROG-technology

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3.1.1 Floriade Application
Every ten years the Netherlands host

the horticultural show Floriade. Each
Floriade lasts 6 months and is
organized in cooperation with a
different city. The Floriade 2002, near
the city of Hoofddorp, featured a 40
meter high observation hill with an
impressive work of art at the summit:
Big Spotters’ Hill.
During operation from April till

October, 25 CyberCabs provided
transportation to the top of the
observation point. The vehicles used
a 700-meter track spiraling up the hill
to transport passengers between the
two bottom and top stations.
The 1st generation CyberCab vehicles

were specifically designed for the
application, having an ‘open’ design
to allow passengers to fully enjoy the view of the Floriade Park. To further ensure the
best possible view the speed of the vehicles was limited to 11 km/h (7 m/h) and drove
outside of the track (left hand side) traveling upwards. The electric CyberCabs were
supplied with ‘green’ energy, ensuring environmentally friendly transportation.
A round trip to the summit of Big Spotters’ Hill by the CyberCab was offered for 2,5€.
The duration of a single trip was just over 4 minutes. The CyberCab system offered a
maximum capacity of 600 passengers per hour (per direction). Quick chargers and
the exchange of batteries ensured the maximum amount of vehicles to be operational
at any time.
2getthere initiated the project to demonstrate the capabilities of automated

transportation to the public, test passenger acceptance of the concept and automated
transportation in general and gain experience with the operations of these types of
systems. The research conducted proved that passenger acceptance of these
systems is very good. Both old and young used the system without any reservations.
Comments regarding the user friendliness were gathered and have been taken into
account in the design of the 2nd generation. The operational experiences are
invaluable for 2getthere, adding to the existing knowledge and being better able to
provide insight into the operations to potential customers.

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Floriade 2002 Application summarized:
Description: Scenic Connection

Operational period: April - November 2002 (192 days)
Patronage: ± 400.000 passengers
Peak Capacity: 600 p/ph/pd
Service Frequency: 25 seconds
Times of Operation: 12hrs. p/d, 7 days p/w
Configuration: Line-connection
Operations: On-schedule
Connections: Non-stop
Type of vehicle: 1st generation CyberCab

Number of Vehicles: 25
Passengers seated/standing: 5/0
Drive: Electric
Supervisory Control System: None
Track Length: 700 meters

Number of Stations: 2, on-line
Berths per station: 1
Crossings for Traffic/Pedestrians: 0 / 1 (Elevated)
3.2 GROUP RAPID TRANSIT (PARKSHUTTLE II)
Group Rapid Transit (GRT) is an automated transit system with an exclusive right-of-
way, accomodating a shared ride for 6 to maximum 30 passengers per vehicle.
Typically these systems are installed in a line connection, but can also operate in a
network configuration. A GRT system can operate at intermediate headways and
provides a high frequency or transportation on-demand.
2getthere’s Group Rapid Transit system consists of a number of automated mini-

buses (ParkShuttles) and the supervisory control system TOMS. The ParkShuttle
vehicle can accommodate 20 (12 seats, 8 standees) to 25 passengers (8 seats, 17
standees) and allows for easy wheelchair access. The guide way is typically
constructed at grade, allowing for at grade crossings or, when required (because of
the intensity of the transportation flows), elevated or underground.
The ParkShuttle GRT system basically operates comparable to a horizontal elevator.

The vehicles will stop at every station indicated as destination and stations where
Information Automated People transport has been requested. As a consequence the system will operate comparable
to a bus service in peak hours and (almost) as a PRT system in off-peak hours
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(providing non-stop origin to destination connections).
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A Group Rapid Transit system will typically be installed as a feeder system to a public
transportation node or a (central) parking facility. 2getthere has realized pilot projects
at Amsterdam Airport Schiphol and business park Rivium. After a positive evaluation
the project at business park Rivium was upgraded and extended. Additional stations
were installed and six 2nd generation ParkShuttles implemented. In addition
demonstrations were realized in Antibes, Monaco, Versailles (France), Hanover
(Germany), Utrecht and Delft (the Netherlands).
Main reasons to consider GRT systems is the reduced operational and life cycle
costs. Electronically guided systems minimize infrastructure costs as well. An
automated system also provides an improved service to the passengers: 24hr
transportation on-demand or at a high frequency. The reduction of car traffic,
congestion, the environmentally friendly character and the possibility to reduce space
wasted for non-value added activities (such as parking) are other important aspects.
GRT System Summary:
System Capacity (4 second headway): 2.000 – 8.000 passengers per hour

(scalable up to 16.000 ppphpd)
Economically vialble from: Approx. 1500 p/pd
Supervisory Control System: TOMS
Vehicles: 20-25 passenger ParkShuttle
Infrastructure: Asphalt, at grade
Status: 2nd generation operational
Configuration: Line / Network
Operations: On-demand / On-schedule
Connections: Ride-sharing
Stations: On-line / Off-line
Propulsion: Central AC motor, differential rear axle
Energy supply: Electric or Hybrid
Mover Concepts 2getthere Maximum speed: 40 km/h [25m/ph]
Version V Guidance: FROG-technology
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3.2.1 Rivium Application
The initial decision to implement the ParkShuttle transportation system between

subway station Kralingse Zoom and business park Rivium (city of Capelle aan den
IJssel) was taken in 1995. The goal of the pilot was to proof that at the same
expense, a better service and higher frequency could be achieved – making (public)
transportation a more attractive alternative for car drivers.
From February 1999 to November 2001, three ParkShuttle vehicles operated on the
1300-meter single lane trajectory. Bi-directional travel was enabled by means of three
passing locations. An interstate is intersected by means of a tunnel, while a highway
is crossed by a specially constructed (single lane) bridge. A journey lasted
approximately 4 minutes.
The anticipatated required capacity was exceeded because of expansions of the

business park. At the same time the capacity was restricted by the number and size
of the vehicles in combination with the single infrastructure. The succes of the system
prompted the decision in December 2001 to upgrade the system from its’ pilot status.
In phase II, the trajectory has been extended and the number of stations increased to
5 – significantly reducing walking distances for employees and making the system
more attractive to use. The 1800-meter track has three stops within business park
Rivium. A new stop has been created to service business park Brainpark III and the
residential suburb Fascinatio. The dedicated infrastructure, installed at grade, is now
dual lane (with exception of the forementioned tunnel and bridge). Several at grade
crossings with pedestrian and car
traffic are realized.
In Phase II both the number of

vehicles (6) and the capacity of the
vehicles (20 passengers) doubled –
at the request of operating company
ConneXXion. The quality was also
improved by applying state-of-the-art
automotive know-how and
technology. The vehicles are (even)
more reliable, comfortable, silent and
faster. During peak-hours all vehicles
are operational, on-schedule, based
on a 2.5 minute interval. The
scheduled service ensures the
capacity is optimally used, while the
on-demand operations in off-peak
hours ensure the passenger service
Mover Concepts 2getthere is maximized.
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Business Park Rivium Application summarized:
Description: Public Transportation to business park

Operational period: Phase I: February 1999 – November 2001
Phase II: December 2005 - present
Patronage: 1.500 passengers (daily)
Peak Capacity: 500 p/ph/pd
Service Frequency: 2.5 minutes (peak hours)
On-demand (off-peak hours)
Operations: On-schedule / on-demand
Connections: Ride sharing, Multiple Origins to Multiple
Destinations
Type of vehicle: 2nd generation ParkShuttle

Passengers seated/standing: 12 / 10
Drive: Electric
Track Length: 1800 meters

Berths per station: 3 stations with 2 berths, 2 single berth stations
Crossings for Traffic/Pedestrians: 6 (3 at grade) / 5 (all at-grade)
3.2.2 Schiphol Application
In the mid-‘90’s Amsterdam Airport Schiphol decided to improve the quality of its’
(10.000 spaces) long term parking lot P3. Part of the plan designed was the
implementation of the ParkShuttle pilot-project to improve the service to airline-
passengers and confirm Schiphols image. The pilot was limited to the parking facility
itself, but a next phase could have connected directly to the terminals.
In 1997 four ParkShuttles were installed. The track consisted of two (single directions)
loops of 1km, each with 3 stations. Each loop had several crossings for automobile
traffic (equipped with barriers and traffic lights) and pedestrians (audible alarms). To
ensure flexibility in the operations the vehicles are able to access both loops.
During the pilot the ParkShuttles transport passengers from the shuttle stops near
their cars to the main stop near the passenger lounge. From here buses provide
Information Automated People transportation towards the passenger terminals. The service is available 24/7 and free
of charge to users of the parking lot. Surveys prove that the system is well used and
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greatly appreciated.
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At any given time three ParkShuttles are in operation, while one vehicle is being
charged. When there are no transportation requests, the vehicles space themselves
along the track to ensure minimal waiting times at each stop.
Although surveys showed great passenger satisfaction over the 7 years of operations
of the pilot system, they were (temporarily) ceased in 2004. Installation of the 2nd
generation ParkShuttle was seriously considered, but postphoned based on the
uncertainty in the airline-industry.
Amsterdam Airport Schiphol Application summarized:
Description: Parking lot connection

Operational period: 1997 –2004
(Estimated) Patronage: >2.500.000 passengers
Peak Capacity: 400 p/ph
Service Frequency: On-demand
Times of Operation: 24/7 (365 days per year)
Configuration: 2 double loops
Operations: On-demand
Connections: Ride sharing
Type of vehicle: 1st generation ParkShuttle

Passengers seated/standing: 8/4
Drive: Electric
Track Length: 2 loops of 1.000 meters

Information Automated People Number of Stations: 7, on-line
Berths per station: 6 single berth stations, 1 station with 3 berths
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Crossings for Traffic/Pedestrians: 6 (all at-grade)/ 12 (all at-grade)
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3.2.3 Antibes Demonstration
In June 2004 a 2-week

demonstration was organized in
the city of Antibes-Juan les Pins.
On one of the lanes of the
‘Avenue du Verdun’, a 1.5
kilometer trajectory, the
ParkShuttle operated as part of
the EU-subsidy program
CyberMove. During 12 days of
operation, several field trips for
schools and other organizations
were hosted – to familiarize
people with the system and
research their reactions and
opinions.
The trajectory of the

demonstration was a fraction of
the planned trajectory for the final
project envisioned along the port
of Antibes. During the summer the
population of the French Riviera
city more than doubles – causing
traffic and parking problems. Public transportation only has a 4% modal share, while
there are over 335.000 internal dailiy trips (80% of those made by residents). Besides
the historical city centre, where pedestrians have gained priority over cars, Antibes is
predominantly car-oriented – with 50% of (private) car trips being shorter than 2km.
The local authorities plan to:

• define the historical centre as a pedestrian area, connected to the suburbs by
urban shuttles;
• create intermodal platform (with Park & Ride);
• create a better Public Transport service with dedicated lanes;
• build new railway lanes (Metro) to improve the accessibility to the centre and the
connection with the main cities (in direction of Nice and Cannes);
• improve the Public Transport offer (frequency, comfort, connections).
The mid-term strategy is clearly to move away cars not adapted to the historical city
street network in order to decrease traffic consequences (e.g. noise, atmospheric
pollution, damaging monuments, time loss) and improve public spaces devoted to
cultural and commercial activities. This strategy requires finding innovative and
complementary solutions to Public Transport, including automated people mover
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systems, which are seen as a way to introduce new mobility management.
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Antibes Demonstration summarized:
Description: Demonstration
Operational period: 1 – 14 Juni 2004
Patronage: ± 12.000 passengers
Peak Capacity: n.a.
Service Frequency: n.a.
Operations: n.a.
Connections: n.a.
Type of vehicle: 2nd generation ParkShuttle

Passengers seated/standing: 12 / 10
Drive: Electric
Track Length: 1.000 meters

Berths per station: 1
Crossings for Traffic/Pedestrians: 0/3

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4 VEHICLE TECHNOLOGY
Different technologies, such as navigation and obstacle detection systems as well as

energy concepts, are applied in both the personal and the group rapid transit
concepts.
The FROG navigation technology was first applied in 1995. In this fully automatic
People Mover system the need for a human driver and physical guidance is
eliminated. The technology allows for implementation in phases, enhancing the
system capacity by merely adding vehicles or enlarging the service area by extending
the routes.
4.1 FROG VEHICLE NAVIGATION
The operation and navigation system of a vehicle consists of three elements : route
planning, odometry and calibration.
Route planning is done in the supervisory control system. Through a CAD-like

program the routes can be drawn, with elements (e.g. stopping points) and profiles
(e.g. speed) being attached to the different sections of the route. Additional elements
such as action points can be added to optimize the operations of the vehicles. At the
start up of the system all vehicles check if their on-board map is the same as the map
used by the supervisory system – if not the new map is downloaded immediately.
This map is the basis of the operations of the vehicles: route planning.
Inside the vehicles, passengers can indicate their destination by means of a simple
push button – the operations resemble those of a horizontal elevator. The destination
is a transport assignment for the vehicle. Based on the on board map the vehicles
themselves will plan the shortest route from their origin to the indicated destination.
During travel, the vehicle keeps track of the distance and direction traveled by
measuring the number of wheel revolutions and change of orientation (encoders and
gyro) : odometry.
Through odometry a calculated position on the on board map is established.

However, different loads influence the accuracy of the calculation as with larger loads
the wheel diameter becomes smaller, increasing the number of wheel revolutions. To
increase accuracy the calculated position is calibrated against the actual position of
an external reference point. The position of these external reference points, magnets
embedded in the road surface, are added to the map of the vehicles. When a
difference between the calculated and actual position is detected, only half this
difference will be corrected to avoid nervous, jerky driving behaviour. Thus the
vehicels return to their planned route fluently.
Information Automated People It is essential to realize that the magnets are for reference only. The magnets are
completely passive and can be installed in any road surface very quickly – as
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demonstrated during several demonstrations. The vehicles are electronically guided
and plan their own routes independent of the supervisory system.
The magnets are completely passive and can be installed in the road by simply driling
a hole and topping the magnet of with epoxy. This can be done relatively inaccurate,
but the measurement of the actual position of the magnet afterwards, has to be very
accuracte.
4.2 OBSTACLE DETECTION SYSTEMS
Each vehicle is equipped with

advanced safety systems, such as
obstacle detection sensors (boht long
range and close range systems). The
non-contact Obstacle Detection
System (ODS) is a vital safety E-stop dist.
component for any AGV. The vehicles SD dist.
are equipped with a rotating laser

scanner mounted on the front of the vehicle. This sensor system creates a sensory
shield, which serves as a virtual bumper enabling the vehicle to make a controlled
stop prior to contact with obstacles. The vehicles are constantly planning to stop
within the obstacle horizon of the sensors, unless no obstacles are detected. In this
case the vehicles will continue at the set speed.
The sensor system is capable of transmitting two digital signals: upon early detection
of obstacles, the “caution” signal is activated, causing the vehicle to gradually reduce
speed; as the vehicle approaches the obstacle and reaches a pre-set distance, the
“stop” signal is activated, bringing the vehicle to a full stop.
Within 2getthere, the Obstacle Detection System has been determined as a key-
component. Hence 2getthere is actively involved in the development of ODS through
technological development programs (research projects ‘People Movers op Weg’ and
‘CityMobil’). New technologies and the possibility of sensor-fusion are examined and
being developed. 2getthere is moving from obstacle detection to obstacle handling,
improving comfort and safety even further.
Other safety measures concern emergency stop buttons and an advanced camera
system storing images of events and allowing immediate display if requested by the
operator. An interior camera functions to watch over the social security of the
pasengers.
A FMECA (Failure Mode Effect and Criticality Analysis) is an essential part of every
applications safety. For these types of transportaton currently there are no
certification possibilities yet. In some countries, such as the United Kingdom, the
Mover Concepts 2getthere safety approval of these type of systems have been assigned to rail authorities.
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However, these do not have specific guidelines yet either, but merely look at the
safety concept as set-up by the supplier.
As an independent agency, TNO is able to evaluate objectively the safety of each

system. Based on the procedure as proposed by 2getthere, in co-operation with TNO,
both the authorities in the United Kingdom and France have expressed they are
confident the product meets their current requirements.
4.3 ENERGY SUPPLY
The optimal power source for the system will depend on the application. To be able to
make the optimal choice for the customer and to be prepared to adopt future
technologies, the CyberCab and the ParkShuttle have a modular architecture for
energy supply to the electric system. New power sources – such as fuel-cell
technology – will become available in future and can be fitted in to the ParkShuttle
and CyberCab without requiring major redesign.
Apart from system economics the choice of energy supply should represent the
environmental policy. Politically based arguments could also factor into the decision
for a certain type of energy system. The people movers should have a positive effect
on the environmental load.
2getthere’s people movers, the CyberCab and the ParkShuttle, are powered by an
electrical engine. This power can either be supplied by batteries (full-electric) or by an
hybrid system.
The main advantage of a full electric system is that it is more environmentally friendly
as it has no exhaust at the point of operation. Also the sound is minimized ensuring a
very quiet and comfortable ride. However, its range is relatively limited (especially
when airconditioning is required in the vehicle).
A hybrid drive system resolves most of the issues concerning full-electric, battery
powered vehicles. The range of the vehicles becomes larger and the battery life
becomes less of an issue as the battery pack is significantly reduced. Installing
airconditioning on the vehicles is also facilitated more easily, no longer requiring a
separate power source. However, the vehicles will no longer be exhaust-free at the
point of operation. Other disadvantages that need to be addressed in engineering are
noise and vibrations caused by the engine.

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Full-Electric Hybrid Drive
Advantages: Environmentally friendly Superior range
No exhaust Easily facilates airconditioning
Low noise
Disadvantages: Limited range / autonomy Exhaust
Airconditioning (additional Noise and vibrations (resolve

measures required to facilitate) through engineering)
Battery Life (additional Size of the engine (and impact

measures required for warm on the vehicle packaging)
climates)
Vehicle weight with batteries
4.4 VEHICLE FEATURES
4.4.1 ParkShuttle
The ParkShuttle II is an
automated minibus.
Passengers share the ride,
with the vehicle stopping only
at those stations where
transportation has been
requested or that have been
indicated as destination.
In its’ standard interior

configuration the ParkShuttle accomodates 12 seated passengers, 8 standees and a
wheelchair. An alternative configuration increases the capacity of the vehicle at the
expense of seating (8 seated passengers, 16 standees). Small bagage is
accomodated behind the headrests on the front and back of the ParkShuttle. The
vehicle features an automated door and a low floor for easy and level access.
The cabin is spacious and well illuminated at night. Large windows provide excellent
all round vision and add tot the personal safety (feeling) of the passengers. Seating is
comfortable with all measurements exceeding normal (public) transportation
standards, while supports are provided for standing passengers. Information is
conveyed to the passengers by means of the user console, display and voice module.
The camera system allows the operator to display images of each vehicle interior
Version V real-time. The maximum speed of the ParkShuttle is 40 km/h (25 mph).
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4.4.2 CyberCab
The CyberCab PRT vehicle can be compared to an automated taxi. It offers direct
connections between origin and destination (via the shortest route in the network)
and offers personal transportation (charging passengers per vehicle, while allowing
for group travel).
The CyberCab accommodates

a 6-person family (4 adults, 2
children) and additionally has
space available for either a
wheelchair or luggage. A
stretched version of the
vehicle, accomodating more
luggage, is available for
airport applications. The
vehicle features an automated sliding door and a low floor for easy and level access.
A second door can be installed, allowing (dis)embarking on both sides.
The cabin is spacious and well illuminated at night. Large windows provide excellent
all round vision and add tot the personal safety (feeling) of the passengers. Seating is
comfortable with all measurements exceeding normal (public) transportation
standards (standing passengers are not facilitated). Information is conveyed to the
passengers by means of the user console, display and voice module. The camera
system allows the operator to display images of each vehicle interior real-time.
Each vehicle is equipped with advanced safety systems, a.o. for short- and long range
obstacle detection. The sensors create a sensory shield, serving as a virtual bumper
enabling the vehicle to make a controlled stop prior to contact with obstacles. In the
control logic this is an integrated aspect of the normal operations and not an
exception handling procedure – ensuring a more comfortable ride experience.
The vehicle is a mere 1450mm wide, resulting in a narrow track. The maximum speed
of the CyberCab is 40 km/h (25 mph).

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5 SUPERVISORY CONTROL SYSTEM TOMS
TOMS is the basis of the

Automated People Mover System;
using TOMS it is possible to
provide the ParkShuttles and/or
CyberCabs with their routes, and to
control the traffic between vehicles.
The supervisory control system,

TOMS, is fully customised for
People Mover requirements.
TOMS’s main tasks are traffic
control, layout management,
communication, and job generation
and assignment. The system can
be visualized on multiple
locations, and operated from
where it is convenient.
Work scheduling, the assignment

of transport requests to vehicles,
is based on a customized set of
rules (framework of conditions).
The rules incorporate elements
such as vehicle availability,
distances, layout and transport
requirements. Generation of
transport request is done by push
buttons at the stations of the
system or generated
automatically based on logged
patterns of transportation
requests and/or synchronization
with the arrival/departure of other
modes of transportation.
As a traffic cop, TOMS directs

traffic based on well-defined
traffic rules. At crossings the
supervisory systems decides
which vehicle has the right-of-way
Mover Concepts 2getthere based on the priority of the
Version V vehicle. It also controls interaction
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between the vehicles and
automatic doors, elevators
and signalling. The traffic cop
function optimises the total
system, as vehicles do not
have to wait for each other to
pass.
TOMS is also in control of

fleet management. This
means a.o. ensuring timely
recharging of the batteries
and keeping log files of all
system events and
transportation requests. The log files can be retrieved for statistical processing at any
time.
The necessary communication to and from vehicles is done via a Radio Frequency
(RF) wireless link. Vehicles are in frequent contact to update the information. TOMS
operates on a Linux-platform. With TOMS the vehicle fleet is easily expandable,
requiring only the updating of TOMS as to how many additional vehicles are active in
the system, requiring no costly software alterations. The TOMS system is equipped
with standardised interfaces to traffic lights, traffic beams etc.

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6 INFRASTRUCTURE
6.1 TRACK
2getthere’s Automated People Mover Systems preferably use a dedicated track to

avoid congestion and ensure safety. In most modern day cities it is a clear policy to
prioritize public transportation and keep it separate from other traffic.
The infrastructure of the system concerns both the road, as well as the reference
points (magnets) in the road (for calibration) and the obstacle free area.
CyberCab II ParkShuttle II
Track load (maximum 1000-1100 kg. 2000 kg.

wheel pressure on rear
wheels)
Surface material Preferably concrete with asphalt top layer (repeatable

load on surface due to driving accuracy of 10 mm)
Magnets Ø15 mm x 30 mm, installed each 4 meter
Steel parts No steel within 100 mm around magnets
The dimensions of the track are dependend on the width and weight of the vehicles.
Regarding the width of the track, it is also necessary to take into account the
provision for a safe evacuation route for the passengers (especially when an elevated
infrastructure is considered). The infrastructure will be desgined such that the total
costs of the project (infrastructure and vehicles) are minimized.
Since the vehicles navigate very accurately, the track can be less wide compared to
more traditional forms of transportation. This leads to a significant reduction in
infrastructure cost. The minimum track width for the ParkShuttle and CyberCab
vehicles is 2.5 meters (8 ft and 2 inches) and 1.6 meters (less than 5 ft) per direction
of travel respectively.

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Single Lane Double Lane
At Grade
Elevated
The separate track can be a ‘bus lane’, but would have to be physically segregated
from the rest of the street to prevent access to the dedicated infrastructure. People
should be discouraged from accessing the track. The vehicles are equipped with a
highly sophisticated Obstacle Detection System (ODS) that will detect people on the
track and cause the vehicle to first slowdown, and finally stop when they get too close
to the vehicle. Although these sensors will prevent accidents from happening,
frequent stopping will of course delay the system operation significantly. A physical
barrier therefore serves a dual purpose.
The physical ‘barrier’ can be a low fence, but other possibilities include dense bushes
or a narrow water channel. It is important to keep in mind that persons, who
deliberately want to access the track, will always succeed (the same as with trains
and subways). The physical barrier is purely intended as a warning to people that
they are accessing an area meant for other means of transportation. Yet another
possibility is to construct two concrete ‘rails’ - instead of paving the entire width of the
track – or to mark the concrete with a different color.
Mixing with other traffic is only possible in a controlled environment at low speeds.
This is essential to ensure the safety of operation to both passengers and the other
traffic using the same infrastructure.
A controlled environment is defined as a location or site where the people visiting that
particular location or site are regular visitors and thus can be informed and made
aware of the regulations and systems installed. They are familiar with the specifics of
the location – in this case for instance the automated people mover system. Visitors
to the site who are not regular visitors should be made aware of site regulations and
systems installed at the gate of the site. This ensures no people are on site, unaware
Information Automated People of the automated transportation system and its characteristics.
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A low maximum speed of the transportation system is a necessity to ensure optimal
safety. As automated systems are not yet able to make anticipations based on events
in its surroundings, the braking distance has to be kept minimal. Cross-traffic should
therefore be very limited and ensured by means of traffic lights and preferably also
traffic beams. A maximum speed should also be set for the other site users.
6.2 STATION DESIGN
The station design will be focused on minimizing the space required and maximizing
the flexibility of operations. As flexibility is among others created by using buffer
locations, these objectives at times might conflict. Which of the objectives has priority
will depend on the location of the station.
Furthermore the station design should allow enough space for people to traverse
safely, taking into account embarking and disembarking passengers. The station will
have to be accessible to disabled passengers (wheelchairs). The raised platform area
will be a simple lightly reinforced concrete slab to allow the fixing of signs, information
systems and shelter at any location. The slab will be surfaced and platform edges and
boarding zone clearly marked.
CyberCab II ParkShuttle II
Modular platform length [m] 4.80 (3.82 + 1.00) 7.00 (6.00 + 1.00)
per boarding position
[in] 189 (150 + 39.3) 275 (236 + 39.3)
Minimum platform dept [m] 2.00 3.00
[in] 78.7 118
Platform height [m] 0.250 0.320
[in] 9.8 12.6
Rubber protection edge [mm] Max. 20

thickness
[in] Max. 0.8
Instead of the common linear configuration of stations, 2getthere suggests the

slanted-berths station as an alternative. The vehicles dock under an angle, allowing
for simultanous embarking/disembarking of multiple vehicles. Once a transportation
request is received, the vehicles will back out of their berth.
The berths are set-up such that they are all very visible from the access of the station.
People can board any of the vehicles present. The station is constructed in this way
to allow a greater number of berths, while reducing the amount of space needed for
the station. Depending on the flow of the station required, berths can be added.
Mover Concepts 2getthere Each station is fitted with a transportation request module. The design of the
Version V transportation request module will depend on the operational scenario for that specific
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application. Elements such as service on-demand or on-schedule, specific vehicles
for transport of disabled people, multiple destinations/lines halting at the same station
need to be taken into account for this design.
The request-module is mounted on a pillar. An additional information display returns

the confirmation and other information lines. The display is a 2 x 40 character LCD-
display. Apart from the messages on the departure/arrival display, itshows messages
concerning the people mover call functions.
All stations will be created off-line to allow for ongoing traffic. The station design for
each specific station will have to be determined during the engineering of the
trajectory, taking into account the flow, locations and loops serviced by each
particular station.
The CyberCab and the ParkShuttle communicate with the Supervisory System by
wireless-LAN for the following information exchange:
• Status information of vehicles
• Traffic control
• Job control
• Power management
• Images of on-
board camera’s
The wireless-LAN
access points are
connected to the
glass fibre cable,
which is also
connected to the
Information Automated People Supervisory System.
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7 SAFETY
Both the operational safety and the social safety of the passengers and the system
have to be ensured. Operational safety concerns the passengers and people in the
surrounding area of the system. The social safety of passengers ensures that others
at stations or in the vehicles do not harass passengers.
The safety philosophy is an integral part of the normal operation of the system. This is
contradictory to other systems where a safety situation is usually an exception –
requiring exceptional actions. Making the safety philosophy part of the normal
operations ensures a safer and more comfortable ride.
7.1.1 Operational safety
The operational safety of the People Mover system is equipped with multiple layers of
safety.
System Monitoring
The first safety layer is the monitoring system: a human being. Detailed system status
overviews are displayed on the overview screen and warnings are highlighted to the
system operator who can take the appropriate action. The operator has been trained
thoroughly by 2getthere and is capable of responding to normal day-to-day
operational issues. In case he or she has any doubts about which action to take,
2getthere can be contacted for assistance.
TOMS is equipped with a fail-safe detection system, which means the program
regularly runs a check of all vital system parts. When TOMS detects that one of the
checks is incomplete or unsatisfactory, it will report this immediately to the system
operator.
Also, when a vehicle produces an emergency stop the Supervisory system will
immediately show the video images of this particular vehicle on the monitoring
screen.
Vehicle Control System
All vehicles are equipped with various safety systems to provide a safe operating
environment. The vehicles are furnished with flashing warning lights, audible signals,
emergency stop buttons and a contact and non-contact obstacle detection system.
The contact obstacle detection system is a pressure sensitive bumper system. If the
bumper is activated a signal is generated which stops the vehicle. The large flexible
front bumper doubles as an emergency switch at low speeds. The rear bumper is an
Information Automated People integrated design of an energy absorbing construction.
The non-contact Obstacle Detection System (ODS) is a vital safety component for
Version V
any AGV. The vehicles are equipped with a rotating laser scanner mounted on the
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front of the vehicle. This sensor system creates a sensory shield, which serves as a
virtual bumper enabling the vehicle to make a controlled stop prior to contact with
obstacles. The vehicles are constantly planning to stop within the obstacle horizon of
the sensors, unless no obstacles are detected. In this case the vehicles will continue
at the set speed.
The sensor system is capable of transmitting two digital signals: upon early detection
of obstacles, the “caution” signal is activated, causing the vehicle to gradually reduce
speed; as the vehicle approaches the obstacle and reaches a pre-set distance, the
“stop” signal is activated, bringing the vehicle to a full stop.
The range of “caution” and “stop” zones is adjustable to the speed of the vehicle. At
32 km/h the obstacle detection sensor is looking 35 meters ahead, allowing the
ParkShuttle to stop within safe distance of an obstacle. When approaching a station
for a stop the sensor is merely looking a few meters ahead. Because of the lower
speed the ParkShuttle is still able to safely stop for any obstacle.
Each Park Shuttle is equipped with two laser scanners. The second scanner offers an
extended detection area, the ability to look further ahead and to reduce the effects of
‘ghost obstacles’. Each sensor has a scanning angle of 100°.
The non-contact sensing system, or ‘virtual bumper’, ultimately provides a more

comfortable and safer environment for passengers and for other traffic.
7.1.2 Social Safety
An unsafe feeling is a result of vandalism. Eventually the unsafe feeling will lead to
fewer passengers, in its turn leading to less passengers paying attention to events
happening and thus creating more possibilities for vandalism. The only way to break
this never-ending cycle of an increasing unsafe feeling, is by means of supervision,
creating safe and supervised spaces and strategic stopping in problem area’s.
Supervision
Supervision of the system and the passengers both in the vehicles and at the stations
is required. Supervision can come from either the direct surroundings or electronically
– via cameras.
As the vehicles have large windows, contact between passengers and their
surroundings is easily achieved – a requirement to enable people to pay attention to
anything out of the ordinary. Interior camera’s in the vehicles are an option. In case of
a disturbance, they allow the supervisor to see the images real-time and determine
what is going on. The images will remain available to identify the perpetrators.
Because of this the camera’s also have a preventive function. Passengers can
Information Automated People contact the supervisor by intercom at any time. Additional safety features for problem
Mover Concepts 2getthere area’s, such as an emergency button to alert the police, can be developed.
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For the determination of the location of stations, not only the demand but also the
location itself is to be considered. A distant station without direct supervision from the
surroundings will be more prone to vandalism than a station in the proximity of a busy
business, retail or residential area. Camera’s can be installed at stations to ensure
safety - images can be watched real-time and are stored to allow identification.
Safe and supervised spaces
As stations are developed the guidelines of the CTPED (Crime Prevention Through
Environmental Design) should be taken into account. These guidelines were drafted
to minimize the chance of vandalism and to allow for maximum supervision.
Observation Design to allow for maximum degree of direct supervision

No dark corners, blind spots
Maximize the amount of transparent materials
Ensure good visibility from surroundings
Use camera’s
Access Define the area clearly
Create at least two entrees/exits
Entrees should be wide with a good overview of the area
Ensure a clean, well-maintained space
Ensure clear information is available
Well-defined and ample lighted routes
Place communication devices
Overview Ensure a open space with a good overview
Avoid obstacles in the line-of-sight
Install good lighting
Vandalism- Install graffiti proof surfaces (busy patterns, anti-graffiti layers,
rugged walls, artsworks)
proof
Use sustainable materials
Ensure no screws are visible
Ensure easy maintenance
Strategic Stopping
The guidelines do not apply to every station. Certainly not for stations on industrial
estates where it is not necessary to stop at night, like it is done during the day. The
intensity of the number of stations where the vehicles have to stop can be diminished,
allowing the vehicles to pass by certain stations or routes at night where the social
safety cannot be ensured.

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2GETTHERE

2.1 AUTOMATED PEOPLE MOVER SYSTEMS....................................................................................5

3 TRANSIT CONCEPTS AND APPLICATIONS..........................................................................7

3.1 PERSONAL RAPID TRANSIT (CYBERCAB)..................................................................................7

4 VEHICLE TECHNOLOGY ........................................................................................................17

4.1 FROG VEHICLE NAVIGATION ..................................................................................................17

5 SUPERVISORY CONTROL SYSTEM TOMS.........................................................................22

6.1 TRACK ....................................................................................................................................24

7.1.1 Operational safety..............................................................................................................28

Information Automated People

2getthere has realized projects at long term parking P3 of Amsterdam Airport

2getthere has a worldwide exclusive license for the application of FROG-technology

2getthere’s mission is to develop, market, implement and (if required) operate,

The company has the following key features:

2.1 AUTOMATED PEOPLE MOVER SYSTEMS

2.2 CONCEPT APPLICABILITY

The characteristics of an application determine which transportation concept is most

Based on these characteristics (requirements and customer preferences) 2getthere

Information Automated People

2getthere offers three distinctive transit concepts:

3.1 PERSONAL RAPID TRANSIT (CYBERCAB)

2getthere’s Personal Rapid Transit system features of a number of automated taxi’s

Information Automated People

PRT System Summary:

System Capacity (4 second headway): 3.200 - 4.800 passengers per hour

Information Automated People

Every ten years the Netherlands host

During operation from April till

The 1st generation CyberCab vehicles

2getthere initiated the project to demonstrate the capabilities of automated

Information Automated People

Description: Scenic Connection

Type of vehicle: 1st generation CyberCab

Supervisory Control System: None

Track Length: 700 meters

3.2 GROUP RAPID TRANSIT (PARKSHUTTLE II)

2getthere’s Group Rapid Transit system consists of a number of automated mini-

The ParkShuttle GRT system basically operates comparable to a horizontal elevator.

GRT System Summary:

System Capacity (4 second headway): 2.000 – 8.000 passengers per hour

The initial decision to implement the ParkShuttle transportation system between

The anticipatated required capacity was exceeded because of expansions of the

In Phase II both the number of

Description: Public Transportation to business park

Type of vehicle: 2nd generation ParkShuttle

Supervisory Control System: TOMS

Track Length: 1800 meters

3.2.2 Schiphol Application

Amsterdam Airport Schiphol Application summarized:

Description: Parking lot connection

Type of vehicle: 1st generation ParkShuttle

Supervisory Control System: TOMS

Track Length: 2 loops of 1.000 meters

In June 2004 a 2-week

The trajectory of the

The local authorities plan to:

Type of vehicle: 2nd generation ParkShuttle

Supervisory Control System: TOMS

Track Length: 1.000 meters