TRAM SYSTEMS OVERVIEW

Alternative Tram Systems

Based upon the criteria defined in the "Design Philosophy" section of this web page, there are many possible vehicle systems that could satisfy this criteria when replacing an existing system or creating a new one:

    1. Rebuild an existing transportation system. This option is always considered and often rejected based on:

    1. High replacement costs.
    2. The systems limitation of not being able to accommodate present attendance or future growth.
    3. No way to improve the guest experience.
    4. Any existing electric supply system would need to be rebuilt at considerable cost

     

    2. Use a fuel-powered tram similar to the Universal Studios and Disneyland trams.

    Both of these trams make a lot of noise when accelerating, and create a lot of atmospheric pollution. They do not provide the quiet, pollution free performance of the preferred electric trams.

    3. Use a clean burning fuel such as LNG or hydrogen, with an internal combustion engine.

    Internal combustion engines cannot be used on a train of vehicles with an engine on each vehicle. Therefore, only the lead vehicle can have an engine, and the trailer vehicles must be towed. In this configuration, it would be similar to the Universal and Disney trams, but with fewer emissions. The roar of the engine upon acceleration would still be there.

    4. Use an all-electric, battery-powered vehicle similar to the Santa Barbara electric bus fleet.

This would come very close to the performance characteristics of the preferred trams outlined below, but would have several disadvantages:
    1. Vehicles need to be recharged overnight and are not available during that recharge time.
    2. The charging process generates a lot of heat, which often demands water-cooled battery packs.
    3. Deep cycled batteries have a life of about 600 cycles and therefore need to be replaced about every one to two years.
    4. An all battery powered bus needs about two to three times more batteries as compared with a hybrid electric vehicle.

Preferred Vehicle system for trams

This vehicle type is best described as a "series type, hybrid electric vehicle". A hybrid electric vehicle (HEV) combines the use of electric motors, batteries, and internal combustion engines (ICEs) to provide the propulsion for the vehicle. There are two basic types of HEVs:

    1. A "series type hybrid" uses the ICE to charge the batteries. The batteries provide power to the electric motors that drive the wheels. The ICE is not directly connected to the drive train, but runs at a constant idle speed to be able to drive a generator at maximum efficiency.
    2. A "parallel type hybrid" is similar to the series type, with the main difference being the fact that the ICE is also connected to the drive train.

A- At slow speeds, the electric motors provide all of the driving force to the wheels.

B- At intermediate speeds, both the electric motors and the ICE share the driving force.

C- At high speeds, only the ICE provides the driving force.

We usualy prefer the series type hybrid for several reasons:

    1. It is inherently less complicated than the parallel type.
    2. A series type hybrid can be operated in train formation, similar to most existing trams. This permits the power to be distributed to all cars in the train. The first motor on the lead car is speed controlled, while all other motors in the train are torque controlled.
    3. A parallel type hybrid cannot be operated in train formation, as the ICEs cannot be controlled relative to speed and torque in the manner easily done for electric motors.
    4. The tram cars can be driven as individual cars, or in a train of cars.
    5. This is the most fuel efficient configuration for an electric vehicle:
    1. The batteries can store energy regeneratively that is generated during the deceleration process. This is not a great amount of energy on a slow moving vehicle (with about 60% recovery efficiency), and drops out totally at speeds less than about 2 mph.
    2. The ICE runs at a constant speed, which is most fuel-efficient.

Tram systems outline

The following outline represents the phased method TIG uses to present the scope of work for tram vehicles to a client for a new or replacement vehicle system. This outline is based upon a vehicle system that provides a passenger tour and describes the vehicle systems and those related systems upon which it depends and interfaces with.

Vehicle Systems proposed Work

Items 1 thru 7 below cover the major components and sub-systems that are a part of a TRAM vehicle system. A Phase One Design Report is intended to create the Schematic Level design concept for TRAM vehicles, based upon the research data that is always contained in our report and in the Addenda that is a part of that report.

While the outline below identifies a fairly complete TRAM vehicle definition, not all of the design work related to these sub-systems is contained in the Phase One report. All of the items listed here would be addressed in greater detail in the Phase Two and Phase Three Design Reports which would form the basis for the "first article" TRAM. The final TRAM system would be designed and built by the selected manufacturer for the "first article" TRAM.

This "first article" TRAM would be used as the basis for building the total number of passenger TRAM vehicles desired by the client. TIG would complete the Phase Two Design when authorized by the owner, and would then move on with Phase Three. The Phase Three work would form the basis for negotiating a contract with the builder of the "first article" TRAM. TIG would then act as owners agent for all of the work that follows the Phase Three Design..

1. Vehicle Design Specification

1.1. Technical Design Report

1.2. Basis of DesignPerformance

1.3. Specification Summary

2. Structural

    2.1. Chassis

    2.2. Bumpers

    2.3. Columns

    2.4. Deck

    2.5. Upper Deck (roof)

    2.6. Lower Deck Fore and Aft Railing

    2.7. Perimeter Deck Railing

    2.8. Entry Stairs

    2.9. Waterproofing

    2.10. Corrosion Protection

    2.11. Deck Drainage

3. Mechanical

    3.1. Drive axle Features

    3.2. Drive axle Assembly

    3.2.1. Steering hubs

    3.2.2. Disc or Drum Brakes

    3.2.3. E-stop Brakes

    3.2.4. Suspension

    3.3. Drive axle Alternates Trade-off Study

    3.4. Pneumatic System

    3.5. Wheelchair Lift

    3.5.1. Installation and Range-of-Motion Drawing

    3.5.2. Detail Drawings

    3.6. Mechanisms onboard for Inductive Charging

    3.7. Battery Sliding Racks

4. Electrical (Control & Power)

      4.1. Programmable Logic Controller (PLC)

      4.2. Motor Control

      4.3. Motion Control

      4.4. Safety Systems

      4.4.1. Collision Avoidance System

      4.5. Battery systems

      4.5.1. Charging system

      4.5.2. Evaluation Sheet for Battery Manufacturers

      4.6. Onboard Power Buses

      4.6.1. 480v A/C Systems

      4.6.2. 12v D/C Systems

      4.6.3. Inverters

      4.7. Inductive power (where applicable)

      4.8. Sketches and Diagrams

5. Operator Interface – Driver compartment at front of vehicle

    5.1. Accelerator

    5.2. Brake

    5.3. Warning signals

    5.4. Deadman Switch

    5.5. Enunciator systems

    5.6. Video camera and display screens

    5.7. ADA Lift

    5.8. Head Lamps

    5.9. Utility Lamps

    5.10. Console Lockout w/ Key

    5.11. Drivers instrument panel

6. Show and Display Systems

    6.1. Display screens

    6.2. Driver operated video camera with zoom

    6.3. Spot lights or IR camera for night viewing

    6.4. Speakers

    6.5. Trim Lights

7. Passenger Interface

    7.1. Seats

    7.2. Doors

    7.3. Handrails

    7.4. Columns

    7.5. Stairs

    7.6. Grab Bars

    7.7. Running Boards

    7.8. Flooring

    Infrastructure Systems Directly Related to Vehicles

    The TRAM vehicles require the following support systems in order to function as tour vehicles.

8. Roadway and Steering system

    8.1. Roadway Design

    8.2. Steering Rails or curbs

    8.3. Steering cables embedded in roadway

    8.4. GPS Navigation

NOTE: For a battery powered electric vehicle, there are 3 alternative ways to continuously supply power to the batteries to keep them at a high state of charge for longer life.

9. POWER ALT. 1 - Ground Coil Inductive Charging System

    9.1. Pit w/ drainage

    9.2. Induction Charging System Primary Coils in paving, 3 phase

    9.3. Induction Charging System Secondary Coils on vehicle

    9.4. 480 VAC 3-phase system power to high frequency (13kHz)
    Power supply to Primary coil

    9.5. Controller and Switches

    9.6. Non-metallic Cover/Paving

10. POWER ALT. 2 – Continuous Inductive Charging System

    10.1 Induction Charging System Primary
    Continuous cable or bus (no contact bus)

    10.2. Induction Charging System Secondary
    Coils on vehicle

    10.3. 480 VAC 3-phase system power to high frequency (13kHz)
    power supply to Primary Continuous cable

    10.4. Controller and Switches

11. POWER ALT. 3 – On-board motor-generator set

    11.1. Fuel tank for LNG, CNG, or hydrogen

    11.2. Muffler and sound control systems

Note: We recommend ALT. 3 as the preferred system

12. Maintenance Barn

    12.1. Facility systems – Lavatory, lockers, FF&E, etc.

    12.2. Utility Power

    12.3. Pit w/ drainage

    12.4. Bridge or cover over pit

    12.5. Battery Handling System

    12.6. Battery Chargers

    12.7. Jacks or lifts

    12.8. Stairs, Grating, etc. for service pit

    12.9. Miscellaneous Shop Equipment

    12.10. Spares

    12.10.1. Batteries

    12.10.2. Tires

    12.10.3. Selected parts

    12.10.4. Induction Coils

    12.10.5. Vehicle Equipment & Hardware

13. Vehicle storage lot

    13.1. Fences

    13.2. Paving

    13.3. Lighting

    13.4. Guard house

    13.5. Vehicle fueling stations

    13.6. Fuel storage tanks

14. Traffic Control at Intersections

    14.1. Traffic Signals

    14.2. Vehicle Wigwag Signal

    14.3. Roadway Signal System

    14.4. Pedestrian Controls

15. Site utilities

    15.1. Electrical power distribution as needed

    15.2. Communications (probably radio)

    15.3. Automated vehicle control

    15.3.1. Computer on-board each vehicle

    15.3.2. Central computer to monitor vehicle locations

    15.3.2.1. Safety block zone controls

    15.3.2.2. Driver over-ride system

    15.4. Site grading

    15.5. Storm drainage

    15.6. Paving systems
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