There are several standards that apply partly to electronically guided systems and/or PRT systems (ASCE APM Standards), or to specific aspects of it (NFPA 130 Standard for Fixed Guideway Transit and Passenger Rail Systems). These standards are taken into account, but are based on heavy, rail-guided systems rather than smaller, electronically guided systems.

At the start of the customization of an application, scenario’s are set up to determine all the possible and likely interactions of the users and operators, which form the top level requirements. The requirements are apportioned to the system level below, and in progressively more engineering detail to sub-system levels. In some cases requirement apportioning is too complex for a straight-forward breakdown resulting in the W-model as used by 2getthere. When all required functionality is determined, validation and verification tests are defined.

The safety of each 2getthere application will be based on the FMECA procedure (qualitative analysis), followed by a more detailed Fault Tree Analysis for the components, complimented by Event Tree Analysis for consequences, leading to a quantitative formulation of the level of safety.

The in the FMECA mentioned functionality, mitigations and procedures are verified in tests. Some of these tests are performed at system integration level during vehicle assembly, some during commissioning of the application or even on a separate test location, dependant on the level of functionality. Validation and verification is also done on the needed procedures for operations, maintenance and emergencies.

2getthere has been granted certification by the Abu Dhabi Department of Transportation for the Masdar PRT System on November 23rd, based on the Letters of No Objection as issued by the Independent Safety Assessor (Lloyd’s Rail Register) and Independent Health Assessor (Bureau Veritas).

One distinct feature of 2getthere’s systems is the advanced obstacle detection sensors applied on the vehicles. The sensors are capable of scanning up to 200 meters in front of the vehicle -- the actual area taken into account being dependent on the speed of the vehicle. The area is always scanned empty, a fail safe approach.

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