MX2012011307A

MX2012011307A - Metropolitan transport system and method.

Info

Publication number: MX2012011307A
Application number: MX2012011307A
Authority: MX
Inventors: Matias Jimenez Ildefonso Pablo De
Original assignee: Metro Madrid Sa
Priority date: 2010-03-30
Filing date: 2011-01-19
Publication date: 2012-11-23
Also published as: EP2554788A1; ES2344827B1; RU2012146373A; ES2344827A1; WO2011121155A1; US20130125779A1; EP2554788A4; JP2013529154A

Abstract

Metropolitan transport system and method that makes it possible to maximise fulfilment of journey time commitments and network coverage by running a first train (1) in a first direction, defined from a starting point to a finishing point of a route that includes a plurality of station stops (2, 2'), where said first train (1) runs through a tunnel (3) that has two levels (4, 5), said first train (1) running on a first level (4) of the tunnel (3) and stopping at all of the station stops (2, 2') on the route; the method also including the running of a second train (6) in the first direction of the route and on a second level (5) of the tunnel (3), where said second train (6) does not stop at all of the station stops (2, 2') on the route.

Description

METHOD AND METROPOLITAN TRANSPORTATION SYSTEM FIELD OF THE INVENTION The present invention relates to a method and a metropolitan transport system, which has application in the industry of transport of people, and more specifically in the field of suburban transport, allowing to maximize the commitment of travel time and coverage of the network through the use of at least two rail transport lines located at different levels in the same tunnel.

BACKGROUND OF THE INVENTION The demographic trend suggests that the current process of concentrating a large majority of the world's population in large cities will continue. In this sense, the forecasts indicate that in the year 2025 there will be more than 20 cities that exceed 10 million inhabitants and 20 other cities that exceed 5 million inhabitants. Overcrowded cities covering areas of hundreds of square kilometers are foreseen, as well as that these cities correspond to polycentric models with urban routes and transport corridors that can reach up to 00 km in length.

At the same time, given that the territorial and urbanistic policies can not be altered in the short or medium term, it is also foreseen that the necessary number of trips and / or the distance to travel in each trip will continue to increase. population, with the consequent increase in travel time that this entails.

However, in order for transportation requirements to be satisfied in the scenarios previously described, it is necessary to reduce the time spent in the mobility necessary to develop the economic activity of large cities, which is already an objective today. fundamental of metropolitan rail transport. Therefore, in this situation the metropolitan rail transport systems are clearly revealed as absolutely necessary tools to continue solving the mobility problems that arise.

It is necessary to consider that a greater economic growth implies higher mobility needs and greater losses of time in the displacements, with the consequent increase of the social cost that this entails. In this way, the time spent in the mobility of people in large cities becomes a key aspect to ensure its sustainability, in addition to that as stated, this factor will have a growing role in the future.

At present, various solutions have been proposed in order to address mobility problems that arise in overcrowded cities, some of which are described, for example, in Japanese Patent Application No. JP-1304294-A , wherein a rail transport system is described which comprises a tunnel divided into two heights for the circulation of a line at each height, or in the international application no. WO-2004/094785-A1, which describes a tunnel presenting divisions at two levels for different routes or transport flows in general.

In this regard, the solutions described both in Japanese Patent Application No. JP-1304294-A and in British Patent Application No. GB-913736 relate to tunnels adapted to railway lines where said pipes overlap in height , orienting these solutions to a single line at the top of the line and another line at the bottom.

However, none of these solutions addresses in depth the problems described above in relation to the growth of urban areas and the consequent increase in travel distances, implies the need to increase the speed of travel as a means to reduce the time of the same, at the same time that the expectations of the users of the metro networks are taken into account, which include ensuring a high capillarity of the metropolitan area that guarantees a high degree of coverage of the network, understanding this aspect as the existence of a metro station within a radius of several hundred meters, which implies a penalty of commercial speed due to the need for a high number of stops, which makes it impossible to reduce travel times.

BRIEF DESCRIPTION OF THE INVENTION A first aspect of the present invention refers to a metropolitan transport method that maximizes the travel time and coverage of the network.

The metropolitan transport method proposed by the invention comprises the circulation of at least one first train in a first direction, defined from an initial point to a final point of a route comprising a plurality of stop stations.

Obviously, tours of those usually called "circular" or closed in which the starting point coincides with the end point, actually comprising a plurality of stations in which an initial station and a final station are not distinguished.

Well, said first train circulates through a tunnel comprising at least two levels, said first train circulating through a first level of the tunnel and stopping at all stop stations of the route.

On the other hand, the method comprises the circulation of at least one second train in the first direction of the route that circulates through a second level of the tunnel, where said second train does not stop at all the stop stations of the route.

The main advantage of the invention is that the compromise between the increase in commercial speed is fulfilled, which allows a reduction of travel times, while maintaining a high capillarity that allows to guarantee a great coverage of the metro network , for which in the first level there is a local line and in the second level an express line, sharing the stations where both are stopped, and arranged vertically in the same tunnel section.

The express line provides the resulting line with a higher commercial speed compared to a conventional metro line while the local line guarantees coverage of the conventional line. Therefore, this technical solution is innovative and allows maximizing the commitment of travel time and coverage of the network through two lines.

The local line is a conventional line of great coverage, that is, it is a line whose trains stop at all stations of the route, while the express line has fewer stops than the local line, ie the trains that run on the express line. they do not stop at all stations, all in favor of greater commercial speed.

The possibility is contemplated that the method comprises the circulation of at least one third train in a second direction, defined from the end point towards the starting point of the route, which circulates on the first level of the tunnel and which stops at all stations Stop the route. Likewise, it is contemplated that the method comprises the circulation of at least a fourth train in the second direction of the route that circulates through the second level of the tunnel, where said fourth train does not stop at all the stops of the route.

In this way, both directions of the same metro line would be covered at each level, with one line arranged on the first level and one on the second level, each with its two directions of circulation for the same route.

A second aspect of the present invention relates to a metropolitan transport system that operates in accordance with any of the methods described above.

According to the invention, the system comprises a plurality of first stop stations operatively configured so that the trains traveling on said first and second level stop.

Likewise, the system comprises a plurality of second stop stations operatively configured so that only the trains that circulate on the first level stop.

The possibility is contemplated that the second stop stations can be converted into first stop stations by incorporating facilities.

The geometry, structure and configuration of the second stopping stations, that is to say of the stations where only the trains of the local line stop, and of the first stopping stations, that is to say of the stations in which they stop trains from both the local line and the express line, is the same. However, the equipment of both types of stations for the lower level or express level is different depending on the type of station, in this way the stop stations have two different types.

The fact that both types of stations have the same geometry makes it possible to convert the second stations of stop into first stations of stop without equipping them with the necessary facilities and equipment. The design of the access facilitates an entrance to the lobby as directly as possible.

Likewise, to guarantee a greater availability of the mobile material, it is contemplated that trains can be interchanged between the local line and the express line, so that the mobile material of both lines is of the same type, having the same signaling and the same power system energetic The second stop stations in the second level, that is, in the level of circulation of the express line, can be considered as emergency stations, which is why they are not equipped with the same elements of vertical mechanical transport in that level that the first stations, where trains express line stop.

BRIEF DESCRIPTION OF THE DRAWINGS To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, according to a preferred example of practical realization thereof, an assembly of drawings is included as an integral part of said description. With an illustrative and non-limiting character, the following has been represented: Figure 1 shows a schematic view according to a cross section of the metropolitan transport system proposed by the invention.

Figure 2 shows a schematic view according to a longitudinal section of the tunnel of the system of the invention, in which a configuration of the stopping stations can be seen in two levels of the tunnel according to a preferred embodiment of the method and the system of the invention.

Figure 3 shows a schematic perspective view of the first level of a second stop station.

Figure 4 shows a schematic perspective view of the second level of the second stop station shown in Figure 3.

Figure 5 shows a schematic perspective view of the first level of a first stop station.

Figure 6 shows a schematic perspective view of the second level of the first stop station shown in Figure 5.

DETAILED DESCRIPTION OF THE INVENTION In view of the figures outlined can be seen as one of the possible embodiments of the invention metropolitan transport method proposed by the invention comprises the movement of a first train (1) in a first direction, defined from a starting point to a end point of a path comprising a plurality of stop stations (2, 2 ').

Said first train (1) circulates through a tunnel (3) comprising two levels (4, 5), said first train (1) circulating through a first level (4) of the tunnel (3) and stopping at all stations of stop (2, 2 ') of the route.

On the other hand, the method comprises the circulation of a second train (6) in the first direction of the path that flows through a second level (5) of the tunnel (3), where said second train (6) does not stop at all stop stations (2, 2 ') of the route.

In the first level (4) there is a local line and in the second level (5) an express line, both lines being interconnected in certain stations and arranged vertically in the same tunnel section (3).

Both lines, the express and the local, run inside the same tunnel (3), which according to a preferred embodiment has 13 m outside diameter and 12 m inside diameter. Ancillary static and dynamic gauge studies have been carried out to confirm that the circulation of trains is possible in tunnels (3) with an inner diameter of 11.5 m, which turns out to be the one that could be obtained strictly.

The method comprises the circulation of a third train (7) in a second direction, defined from the end point towards the starting point of the route, which circulates through the first level (4) of the tunnel (3) and which stops at all stop stations (2, 2 ') of the route. Also, the method comprises the circulation of at least one fourth train (8) in the second direction of the path that circulates through the second level (5) of the tunnel (3), where said fourth train (8) does not stop at all stop stations (2, 2 ') of the route.

Likewise, it is contemplated that the train (6, 8) that circulates through the second level (5) makes a stop every four stop stations (2). According to a preferred embodiment, for the local line a distance of interest of 700 m is selected, which is the average of the distances of interest of the European metropolitan networks.

A second aspect of the present invention relates to a metropolitan transport system, which operates in accordance with any of the methods described above.

As can be seen in figure 2, the system comprises a plurality of first stop stations (2) operatively configured so that the trains (1, 6, 7, 8) that circulate through said first (4) and second level (5) Stop. Also, the The system comprises a plurality of second stop stations (2 ') operatively configured so that only the trains (1, 7) that circulate through the first level (4) make stop.

The possibility is contemplated that the second stop stations (2 ') can be converted into first stop stations (2) by incorporating facilities.

The fact that both types of stations (2, 2 ') have the same geometry makes it possible to convert the second stopping stations (2') into first stopping stations (2) by simply equipping them with the necessary facilities and equipment. The design of the access facilitates an entrance to the lobby as directly as possible. The length of the platforms is 120 m, but other lengths are considered depending on the mobile material used on the farm.

Likewise, to guarantee a greater availability of the mobile material, it is contemplated that trains can be interchanged between the local line and the express line, so that the mobile material of both lines is of the same type, having the same signaling and the same power system energetic As can be seen in figure 4, the second stop stations (2 ') in the second level (5), that is, in the level of circulation of the express line, can be considered as emergency stations, reason why which are not provided with the same vertical mechanical transport elements in said level as the first stop stations (2), represented in figure 6, where the trains (6, 8) of the express line do stop. In order to guarantee the interoperability of the trains between both lines, the signaling system is the same on the local line and on the express line.

According to a preferred embodiment, the first level (4) of the tunnel (3) is above the second level (5). Since it is a vertical arrangement, the local line occupies the upper level by having a greater number of user accesses. Likewise, the express line occupies the lower level due to the fact that the trains reach a higher speed, giving rise to greater noises and vibrations, so that the farther east the emitter focus of the foundations of the smaller buildings are the disturbances induced in said buildings In view of this description and set of figures, the person skilled in the art will be able to understand that the embodiments of the invention that have been described can be combined in multiple ways within the object of the invention. The invention has been described according to some preferred embodiments thereof, but for the person skilled in the art it will be evident that multiple variations can be introduced in said preferred embodiments without exceeding the object of the claimed invention.

Claims

1. - A metropolitan transport method, characterized in that it comprises the circulation of at least one first train (1) in a first direction, defined from an initial point towards a end point of a route comprising a plurality of stop stations (2, 2) '), where said, at least one, first train (1) circulates through a tunnel (3) comprising at least two levels (4, 5), said at least one first train (1) traveling through a first level (4) tunnel (3) and stopping at all stop stations (2, 2 ') of the route; the method also comprising the circulation of at least one second train (6) in the first direction of travel traveling through a second level (5) of the tunnel (3), where said at least one second train (6) does not perform Stop at all stop stations (2, 2 ') of the route.

2. - The metropolitan transport method, according to claim 1, characterized in that it comprises the circulation of at least one third train (7) in a second direction, defined from the end point towards the starting point of the route, which circulates through the first level (4) of the tunnel (3) and which stops at all the stop stations (2, 2 ') of the route; the method also comprising the circulation of at least one fourth train (8) in the second direction of the path through the second level (5) of the tunnel (3), where said at least one fourth train (8) does not perform Stop at all stop stations (2, 2 ') of the route.

3. - The method of metropolitan transport, according to any of the preceding claims, characterized in that said at least one train (6, 8) that flows through the second level (5) makes a stop every four stop stations (2) .

4. - A metropolitan transport system, operating in accordance with the method defined in any of the preceding claims, characterized in that it comprises a plurality of first stop stations (2) operatively configured so that the trains (1, 6, 7, 8) that circulate through said first (4) and second level (5) stop; comprising a plurality of second stopping stations (2 ') operatively configured so that only the trains (1, 7) traveling on the first level (4) make stop.

5. - The metropolitan transport system, according to claim 4, characterized in that the second stopping stations (2 ') can be converted into first stopping stations (2) by incorporating facilities.

6. - The metropolitan transport system, according to any of claims 4 and 5, characterized in that the first level (4) of the tunnel (3) is above the second level (5).