Generally, the system performance is one of the key aspects for the success of the project. Since an Automated Light Metro (ALM) can be designed to act much like an APM on a larger scale, defining such expectations such as top speed and distance between stations etc. is critical to the success of the project. Also, federal requirements such as ADA and Buy America must be accomplished within the system performance requirements. Guideway equipment, like substations and switches, take more room than its APM counterpart. Also, locations are limited by existing intrastucture which causes one to make compromises in such things affecting system performance. Many times, in elevated systems such as the Honolulu ALM, extreme or unusual elevation changes can not be avoided due to existing utilities or other transportation networks such as buses and planes. Generally, interfaces to other organizations such as fire and police may be more involved and time consuming to implement. In elevated systems, coordination with street running equipment such as traffic signaling are more simplistic involving system operations but have to be dealt with eventually during construction. The contract packaging for Honolulu ALM is very unique and worth noting in detail. The success of the project lies squarely on the shoulders of the train and system supplier known as the Core System Contractor (CSC). The CSC is packaged in such as way as to provide all the vital systems such as Fare Collection, Signaling, Traction Power, Station Equipment, Operations Central Control and Maintenance Storage Facility fitout. Other contractors are involved to build stations and guideway with ultimately the CSC taking over the entire infrastructure to maintain and operate for a fixed price and set number of years. The specification for a typical ALM system such as Honolulu involved writing a specification which would not limit the Proposers in the ALM arena and focusing on the possibility of a later add on of the system without issues of proprietary designs and obsolescence of equipment. Usually, due to the number of contractor and designers on the project providing station, facilities and guideway design, a 30% complete design was offered during the request for proposal process. This design also must not limit the Proposers in the local area. In addition, what makes it even more challenging in Honolulu's case was there was only a city organization and not an existing authority such as a Metro or an Airport Authority to lay down exiting standards for design and construction. All this was developed during the procurement, design and construction phases.
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