DOC.NO. : BMR-51-LD-00 PT BUKAKA TRANS SYSTEM REV.NO. : 01

Page : 25 DATE : 15 FEB 2006 TITLE :

DESIGN CRITERIA OF CIVIL CONSTRUCTION OF PREPARED BY : TN JAKARTA MONORAIL GUIDEWAY CHECKED BY : RH

PROVED BY : KN

CONTENT :

1. General

2. Basic Specification of Vehicle

3. Loading Data of Train

4. Design Formula for Train Running Speed, Cant, Length of Transition Curve

Attachment

File Name: Design Criteria of Guideway - BMR-51-LD-00 rev01.doc

BUKAKA

TRANS SYSTEM

DESIGN CRITERIA OF CIVIL CONSTRUCTION OF JAKARTA MONORAIL GUIDEWAY

1 GENERAL

The design criteria of geometric alignment of monorail’s track are based on the passenger vehicle Bukaka Monorail. The vehicle is designed and manufactured by PT Bukaka Teknik Utama, located in Jakarta, Indonesia. The track alignment is designed to service 2 (two) monorails which can travel together side by side and consists of 2 (two) guideway beams. The guideway beam will be located on the columns which have certain height according to the field conditions.

2 BASIC SPECIFICATION OF VEHICLE

2.1 Car Formation

There are 4 (four) cars in series consisting Mc1-M2-M3-Mc2 (Figure 2-1), and every car has 2 (two) bogies.

Mc1 Mc2 M2 M3

M Bogie

T Bogie

Figure 2-1 Car Formation

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2.2 Train Dimension

2.2.1 Car Length Mc1, Mc2 : 17022 mm M2, M3 : 14522 mm

2.2.2 Formation Length Formation Length of the train (incl. between coupler) : 65188 mm

2.2.3 Car Width

Car Width : 3000 mm

2.2.4 Car Height

Car Height : - 3903 mm (Measured from track beam surface to the top of the train)

- 5242 mm (Measured from the bottom of skirt to the top of the train)

2.2.5 Distance between two Cars Distance : 700 mm

2.2.6 Distance between the Center of two Bogies Distance : 9500 mm

2.2.7 Type of Bogie

Bogie consist of 2 (two) types (Figure 2-1), they are trailer bogie (T bogie) and motored bogie (M bogie).

2.2.8 Dimension of the Bogie

Axle distance : 1500 mm Maximum axle load at running wheel : 10 Tons

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2.3

2.4

2.5

2.6

Maximum Operation Speed

Max. Operation Speed : 80 km/h (Straight Track) 25 km/h (Curved Track)

Acceleration and Deceleration of the Vehicle Acceleration : 3 km/h/s (0.833 m/s2) Deceleration : 4.5 km/h/s (1.25 m/s2)

Running Minimum Curve Horizontal Curve : 70 m Vertical Curve : 1000 m

Maximum Gradient

Maximum Gradient : 5 %

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2.7 Passanger Carrying Capacity

From the following table, it can be seen the maximal number of the passenger, which can be carried by the train. (Front area of 250 mm at seat portion is eliminated for standing area calculation)

Mc1 M2 M3 Mc2 Total

(Persons)

Seated Load (AW1) Seated 38 38 38 38 152

Seated 38 38 38 38 152 Standing (3 pax/m2) 62 62 62 62 248 Off-peak Load

(AW2) Total 100 100 100 100 400 Seated 38 38 38 38 152 Standing (7 pax/m2) 144 144 144 144 576 Normal-peak Load

(AW3) Total 182 182 182 182 728 Seated 38 38 38 38 152 Standing (8.5 pax/m2) 175 175 175 175 700 Crush-peak Load

(AW4) Total 213 213 213 213 852

2Table 1 Passenger Carrying Capacity @60kg (Standing area = 20.6845 m )

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3 LOADING DATA OF TRAIN

3.1 Design Condition

1) Column loading is the combination of train loading and track beam loading 2) The following location of train loading impacts should be considered into the

design of column loading

a)

Crosshead and Column

For instance: Full loaded trains (160 tons) will approach toward the column

from different directions simultaneously under the braking operation (4.5 km/h/s) applied

b)

Both of trains with full loaded (160 tons) is located at just in middle of both column

Figure 3-1 Position of Column and Train (Upper View)

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3.2 Definition

It is confirmed hereunder the terms used herein are assigned to define as below:

Side View

L L

V

Front View

H H

Double Tracks

H H

H

H : Horizontal load L : Longitudinal Load V : Vertical Load

Figure 3-2 Load Definition

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3.3 Axle Load & Arrangement

3.3.1 Overview

The axle load & arrangement and center of gravity are defined below: (Infinite coupling arrangements of trains should be considered into the design of guide way)

W = 1300 mm X = 4200 mm Y = 8000 mm Z = 1500 mm P = 10.0 ton (Full load)

Z XYZ Z ZX

P P P P P P P P

W

Center of Gravity Running Surface

Axle Load & Axle Arrangement

Center of Gravity

Figure 3-3 Axle Load and Center of Gravity

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3.3.2 Vertical Load

Figure 2-1From , the impact coefficients applied to the guide way structural design can be calculated by using the equation below with the span of supports:

Li

+=

5020)(

L = Span (m)

3.3.3 Horizontal Load

a) Lateral Load of Vehicle Lateral load caused by the snake motion of vehicle shall be a single-axle centralized and moving load acting perpendicularly and horizontally to the track axis at the height of the running surface. The impact of such load shall be 25% of the single axle load designed for the vehicle. F = P x µl l P = Axle Load µ = Lateral force Coefficient = 0.25 l

(Refer to page 20, 21, 22, & 23)

b) Wind Load It is calculated according the condition in Indonesia. Fw = A x Nw A = Lateral surface of train (m2)

2Nw = wind load according to the condition in Indonesia (kg/m ) = 40 kg/m2 (at wind speed = 80 km/h) Lateral surface area of each car: Mc1 = 72.8 m2

M2 = 65.84 m2

M3 = 65.84 m2

Mc2 = 72.8 m2

(Refer to page 20, 21, & 22)

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c) Centrifugal load Centrifugal load at curved section shall be calculated by using the equation given below and act at the height of the center of gravity of the vehicle and at the positioning of respective axle in horizontally and perpendicularly to the track axis without causing impact load.

rmvF

2

c =

With assumption of : m = 40 Tons = 40,000 kg r = 70 m v = 21 km/h = 5.833 m/s

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N 44.1944470

833.540000 2

=

×=cenF

Fcen . (Lcen + 177) = F2 . L2 19444.4 x (1300+177) = F2 . 985 F2 = 29156.8 N Fcen + F2 = F1 F1 = 48601.23 N Reaction load at each stabilizing wheel (F2) (2 Wheels = 1 wheel on each bogie) Reaction = F2 / (2 x g) = 29156.8 / (2 x 9.81) = 1486.1 kg (each wheel) Reaction load at each guide wheel (F1) (4 Wheels = 2 wheels on each bogie) Reaction = F1 / (4 x g) = 48601.23 / (4 x 9.81) = 1238.56 kg (each wheel) (Refer to page 20, 21, 22, &23)

d) Change in Temperature

It is calculated according the condition in Indonesia

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3.3.4 Longitudinal Load

Braking load and starting load shall be considered to be acting in the longitudinal direction of the track at the position of the center of gravity of vehicle. Such load shall be calculated at 15% of each axle position a) Starting Load

Starting load shall be considered to be acting in the longitudinal direction of the track at the position of the center of gravity of vehicle. Such load shall be calculated at 15% of each axle position Faccel = m . a m = 160,000 kg

2 a = 0.833 m/s Faccel = 133,280 N = 13,586 kg At axle position = 0.15 x 13,586 = 2,037.9 kg

b) Braking Load

Braking load shall be considered to be acting in the longitudinal direction of the track at the position of the center of gravity of vehicle. Such load shall be calculated at 15% of each axle position Fdecel = m . a m = 160,000 kg a = 1.25 m/s2

Fdecel = 200,000 N = 20,387 kg At axle position = 0.15 x 20,387 = 3,058 kg

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4 DESIGN FORMULA FOR TRAIN RUNNING SPEED, CANT, LENGTH OF TRANSITION CURVE

4.1 Cant Profile (Superelevation)

RVC27.1

2

=

C = Cant (%) R = Curve Radius (m) V = Train Running Speed (km/h) Train formula is used to decide the CANT to balance with centrifugal force worked in train running at circular curve. The incline of across the guideway beam is called Cant or Superelevation. The above is the ideal formula. In consideration of actual train service speed, it is allowed to apply the cant deficiency up to 5 % and cant excess up to 3 % of which figures are still within the tolerance of passenger riding comfort. For instance, centrifugal acceleration is 0.05 g at cant deficiency of 5 %. The applied Cant (Superelevation) for the design of the Jakarta monorail guideway is defined as 5 %.

4.2 Train Running Speed Profile Train running speed is calculated as per the following formula:

xRCxV 27.1= C = Cant (%) R = Curve Radius (m) V = Train Running Speed (km/h) and should be between of cant deficiency and cant excess:

xRxCVxRxC 27.1)3(27.1)5( −>>+

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4.3 Transition Curve Profile To calculate the transition curve, the following formula can be used:

RVL14

3

=

L = Length of transition curve (m) R = Curve radius (m) V = Train running speed (km/h) This is used to control the rate of change of centrifugal force under 0.03g/sec when train enter into curve section from straight section or vice verse in order not to sacrifice the passenger riding comfort. The following formula shall be used only when the route site physically constrains to maintain the desired length of transition curve defined by above formula.

RVL17

3

=

In this case, rate of change of centrifugal force is 0.0364g/sec.

4.4 Vertical Curve Radius Profile The vertical curve radius is calculated by: R=0.26V2

R = Vertical curve radius (m) V = Train running sped (km/h) The minimum vertical curve radius is always kept at 1000 m. The length of vertical curve is more than 15 m.

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4.5 Rate of Change of Cant (Superelevation) The diminishing of cant needs to be ended within the length of transition curve, of which is illustrated below:

Straig

Figure 4-1 Rate of change of cant

The change of the cant from flat at the straight part of the guideway to the maximum cant at the curve will be given at the transition curve:

- At the starting point of the transition curve, the surface of the guideway is flat

- At the starting point of the curve with the certain radius R, the surface of the guideway beam will be inclined according to the value of the Cant

- The change of the cant (superelevation) from the flat condition to the full cant will be done proportionally

- The rate of change of the cant along the transition curve will follow the definition that the maximum change should be 0.0364 g/sec

ht Transition Curve

Curve Transition Curve

Straight

Cant value0 0

C

Cant volume is to be diminishing proportionally to position within the length

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4.6

4.7

4.8

4.9

Procedure of Designing the Line Alignment / Profile

1. First of all, we endeavor to set up each curve radius/cant/length of transition

curve so as to achieve maximum train running speed. 2. If the route conditions at site has physical constraint to prevent the foregoing

alignment: - Train running speed is calculated first by way of applying foregoing 4.1

CANT of 4.2 TRANSITION CURVE LENGTH according to the site constraint that we ace in procedure of 1st step.

- Next the other formula 4.1 or 4.2 used to decide the CANT or TRANSITION CURVE LENGTH as a result of above 1.

Station Position Relevant to Curve

The start/end point of transition curve is required to separate from 12 m apart from the edge of platform in consideration of train dynamic movement.

Curve Radius at Depot The curve radius can be around 65-70 m. But it would be better for the train more than 70 m.

Additional Requirement

Considering above mentioned specifications, there are 4 (four) considerations which must be applied: a. The center to center distance between two straight tracks must be at least

3700 mm. b. The gradient of the track is not exceeded from 5 %. c. At the curved track, the center to center distance between two guideway

beams should be increased. The increment can be calculated using following formula:

Increment of the distance = 52000/R (mm)

Which : R = radius of the curve in meter.

d. The construction gauge shall be expanded with the formulas mention bellow: - Inside line of construction gauge = 14200/R (mm) - Outside line of construction gauge = 31800/R (mm)

Which : R = curve radius in meter

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ATTACHMENT

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Rolling Stock and Construction Gauge

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Typical Section of Track Beam

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