Rubber-tyred metro
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A rubber-tyred metro or rubber-tired metro is a form of
History
The first idea for rubber-tyred railway vehicles was the work of Scotsman
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.
The
Technology
Overview
.JPG)
Trains are usually in the form of
On some systems, such those in Paris, Montreal, and Mexico City, there is a conventional 1,435 mm (4 ft 8+1⁄2 in)
On most systems, the electric power is supplied from one of the
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.[1]
Advantages
Compared to steel wheel on steel rail, the advantages of rubber-tyred metro systems are:
- Faster
- For example, the rubber-tyred Line 2 of the Lausanne Metro has grades of up to 12%.[5]
- For example, the rubber-tyred Line 2 of the
- Shorter braking distances, allowing trains to be signalled closer together.[citation needed]
- Quieter rides in open air (both inside and outside the train).[citation needed]
- Greatly reduced rail wear with resulting reduced maintenance costs of those parts.[citation needed]
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.[6]
- Possibility of tyre blow-outs - not possible in railway wheels.
- 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).[b]
- Loss of the
- Same expense of steel rails for switching purposes, to provide electricity or grounding to the trains and as a safety backup.[c]
- Tyres that frequently need to be replaced; contrary to rails using steel wheels, which need to be replaced less often.[d]
- 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.[7]
Although it is a more complex technology, most rubber-tyred metro systems use quite simple techniques, in contrast to
Similar technologies
List of systems
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
- Budd–Michelin rubber-tired rail cars
- Flat tire
- Guided bus
- Hybrid systems
- Medium-capacity rail system
- Micheline (railcar)
- Outline of tires
- Railway electrification system
- Rubber-tyred trams
- Tire (also spelled tyre)
- Toronto Zoo Domain Ride
- Tünel – a rubber-tyred funicular in Istanbul, Turkey
- VAL (Véhicule Automatique Léger)
Notes
- ^ 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.
- ^ 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.
- ^ 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.
- ^ 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.
- ^ The system opened in 1901, but was not converted to a rubber-tyred system until 1958.
References
- ^ a b "Rubber-Tyred Metro". Rail System. Retrieved 17 November 2021.
- ^ GB 10990, issued 10 June 1846 [dead link]
- ^ ISBN 0-903214-14-8.
- ^ "Sapporo Subway". UrbanRail.Net. Archived from the original on 29 April 2008. Retrieved 15 April 2008.
- Montreal Gazette. 14 September 2005. Archived from the originalon 17 May 2012. Retrieved 21 December 2011.
- doi:10.4271/740228.
- .
- Bindi, A. & Lefeuvre, D. (1990). Le Métro de Paris: Histoire d'hier à demain, Rennes: Ouest-France. ISBN 2-7373-0204-8. (in French)
- Gaillard, M. (1991). Du Madeleine-Bastille à Météor: Histoire des transports Parisiens, Amiens: Martelle. ISBN 2-87890-013-8. (in French)
- Marc Dufour's "The principle behind the rubber-tired metro". (English)
External links
