Monorail Thesis

content * INTRODUCTION * OBJECTIVE * SCOPE OF s back tooth * NEED OF STUDY * METHEDOLOGY * literature REVIEW * CASE STUDY * CONCLUSION * BIBLIOGRAPHY 1. 0 INTRODUCTION 1. 1 Why Monorail? Monorails ar the cheapest way of adding grade-separated, high-capa metropolis public transport over the gridlock on the ground. They be as well as tot scorelyy independent of alive tram, train and mess governances. 1. 1. 1 Monorails ar proven. Many monorail carcasss ar in do as high-capacity public transport systems carrying thousands of passengers a day especially in lacquer 1. 1. 2 Monorails are safe.Being totally grade-separated monorails are hotshot of the safest forms of transport. 1. 1. 3 Monorails are environmentally friendly. Monorails film similar energy- talent to early(a) mass- deportation systems. They are outlying(prenominal) little energy-intensive to build than a rail subway while having a far lower footprint than develop rail. Monorails set up be installed with a minimum of disruption on the ground and have a lower visual impact than other types of elevated rail systems. Monorails empennage travel at over 80km/h providing an excellent alternative to cars in crowded cities. 1. 1. 4 Monorails are terms effective.Retrofitting a subway to a crowded city is usually prohibitively costly. Great uncertainties usually exist as to the replete(p) cost of dealing with the myriad underground services (sewers, storm water, chief(prenominal)s water, electrical energy & fumble. ) as well as geological challenges such as shudder and mud. Often subway systems are below sea-level creating many expensive and judgment of conviction-consuming challenges during construction and master(prenominal)tenance. 1. 15 Monorails are quick to build. The monorails proposed here could be strengthened in judgment of conviction for the 2014 election. Monorails approach Less Monorail systems cost nearly 5 to 10% per kilometre of a subway system. winding risks ar e slight with Monorail system repayable to the ease of to a higher place-ground construction. * It is mavin of the urban rapid transit system. * Mono rail is a rail-based transportation system based on a single(a) rail. * In this vehicle bodies are connected to the air allowing curves to be negotiated. * Faster transportation. * Cheaper as compared to metro. Disabled Access The Monorail system advise be accessed by lift from street level. As lift floor, broadcast floor and monorail car floors are at the same level there is no impediment to the incapacitate person using a Monorail system.Hitachis vehicles are also able to accept a walkway to evacuate disabled passengers between monorail trains should a monorail become stranded between plazas. Operation ideally the Monorail would use the new myki system. It could be operated by thermionic vacuum tube, Yarra Trams or some other body. Hitachi monorail trains canful be fully or partially modify. If partially automated an op erator would close the doors and then the trains computer would drive the monorail to the adjoining station as is done for Londons Dock inflict rest quetch. piazzasStations can be built into active buildings increasing the value of the building. Minor place could have a littler footprint if they use septuple lifts rather than escalators. Stairs should also be provided for the athletic as well as for emergencies. Ideally stations would be translucent to reduce visual impact. This would entail as much as possible of the structure being constructed of glass or other bold material. sohar panels could provide power to the station. Station walls would probably need to finish off around the monorail to provide protection for passengers in bad weather.Aesthetics Melbournes monorail could be a great visual asset to the city and a study tourist draw card if adequate attention is contour to the frame of the pillars and beamway. (This has not always been the case with other existin g monorails. ) A metier sized monorail such as the Seattle Monorail is recommended for Melbourne. The large sized monorail such as the Kitakyushu Monorail probably has too large a visual impact. The beam should be set above street trees to avoid the need for tree removal, as demonstrate with sections of the Tokyo Monorail.Some Japanese monorail pillars are covered in latticework work to encourage creepers to cover the pillar. This would discourage graffiti. See also the capital of Singapore Monorail pillars. Advertising should not be permitted on pillars, monorail cars or the beamway. Pillar programme should be simple and elegant the objective should be to fit in with Melbourne rather than stand out from it. Switching on that point is a apologue that monorails have a problem with selling. However, in reality all dangerous monorail systems have switches that are used continuously in day-to-day surgery.The proposed system requires switching at the Ashburton end and from the main beamway to storage and maintenance facilities. This can be achieved using one of the methods explained by The Monorail Society on their switch myth page. See also Hitachi hybridise Switch page. two sites have video clips of switches in operation. The Melbourne Monorail would probably use the Segmented Switches shown on the above pages. resort Monorail systems are not immune from problems caused by poor creation. The Seattle monorail has suffered a collision between two cars on a section of spread over where the beams were too close unneurotic.The beams should always be far enough asunder to allow monorails to pass without signaling. As far as possible Monorail cars should be fire proof and provide some means of escape. Hitachi recommends evacuation from one monorail train to another one on the adjacent beam although this has neer been necessary in workout. Hitachi monorails can also be coupled together and passengers evacuated through the front or rear doors. (See Hi tachi web site for diagram. ) Where monorail beams give chase roads with a height clearance less than other existing infrastructure then a protecting beam should be placed across the road ahead of the monorail beam.The monorail should draw power at multiple points and have multiple back-up generators capable of at least moving the monorail cars to the next station. All monorail stations should be staffed. Staff should be trained in first aid and be ready to assist the disabled as well as providing security and information. Platform Screen Doors should be used. 1. 2 subjects of mono rail based on drive operation. * Electric advocate control. * Magnetic levitation. 1. 3 founts of monorail based on position of wagon. * Schwebebahn monorail * Straddle monorail * Cantilevered Monorail * Suspended Monorail 1. 4 Power driven monorail Cheaper technology * Cost of construction per km is less. * Cost of travel per km is less. * Effective for all types of terrains. * Widely accepted. * ma intenance let go of guideway. * Only rubber tyres get little wear by racetrack on smooth guideway, thats why rubber tyres has to be changed inside 100000 to cl000 km. * Monorail slopes on individual guideway, therefore no possibilities of collision. * 0. 015 % of chances of derailment. 1. 5 proportion with other MRTS 1. 6 Economical construction as compared to metro rail. 2. 0 OBJECTIVES * To find out problems occurred during excecution of previous monorail pop outs. Find out solutions for those problems. * Eliminate errors that can occur in future monorail redacts. * Total effect on mono-rail show by applying solutions as compared to previous monorail final cause. * Avoid clock time cost overrun. 3. 0 NEED OF THE STUDY As in India future(a) mono-rail are close to to start within next 5 to 7 years. Mumbai mono-rail estimated cost = Rs. 150 cr / km Total cost of project = Rs. 5250 cr. Delhi mono-rail. Bangalore mono-rail. Chennai mono-rail. Kolkata mono-rail. * As all thi s mono-rail project having estimated cost of 5000 to 8000 crore INR. It is a huge amount of capital time to be invested. * This study go away help us to avoid the time cost overrun of these precious projects. METHODOLOGY METHODOLOGY LIBRARY STUDY PRIMARY STUDY CASE STUDIES Various Policies, Strategies, models. Case Study of previously done project Analysis Synthesis, Inferences Report Review Final Feedback foregoing Report LITERATURE REVIEW Various Problems Occurred In grammatical construction get a line * Planning * Funding Financing * Engineering and Design * Planning Construction * Operation * Safety Security * Standards * Laws Regulations Projects project opportunities Planning var. In the provision phase, some lessons learned from specific monorail projects such as Seattle Monorail, Kitakyushu Monorail and Chiba willing give some useful experiences on how to optimize station and travel guidebook jut outning in planning phase, which will guide the outperform pr actice in monorail project construction, especially in promoting efficient construction. Design Phase 1. Structural system 2. Guideway layout 3. Design is a complex and demanding act upon, but it is also the most fruitful area in optimizing the whole project inscription. . Modularization and preassembly in design phase will simplify the construction process, ensure schedule and minimize the impact on the environment. 5. Standardization of design elements is also coveted for any constructible design. 6. Hence, to realize the constructability in monorail projects, some codes are suggested to be followed in the monorail design phase. Problems Which Are Generally Occurred During Execution of MONORAIL Project CONSTRUCTION ACTIVITIES founding and Pier Construction * Survey Team * Tree Clearance/ organ transplant Construction footstep/Erosion and Sediment Control Construction * passel of River Foundations * Excavation and Placement of Pad Foundations and Pier and Backfilling * Excava tion and placement of foundations with driven piles and pier and backfilling * Access principal and Component Transportation * farm animals and Accesses * Depot to Construction Front * Foundation Pads and Piers * Placement of Piers * Transportation for River Foundations * Erection of Monorail Beams * tip of Monorail Running Surface * Rehabilitation * Construction/Mountain Bike footmark and Spur runways * Future principal(prenominal)tenance Legal Requirements * General Health And Safety Issues * nonese And brightness leveling caution * Risk Management * Waste Management Literature review We found the information from the case study of monorail of Las Vegas which shows following results * The Monorail The monorail will have the same route as most of the main bus lines today. The monorail system is also expendable in the future. The monorail will be situated above the flower beds and one lane needs to keep out off during the construction. The maximum ticket price will be re al less for a combination ticket for the monorail and BRT.This price is not more expensive than the current public transport, which means even the poorer families can use the system. * Planet The electricity will be generated with natural gas, which will pull ahead Manaus through a pipeline which is being constructed. The fund which plays an in-chief(postnominal) determination in the promotion campaign of the monorail, is an already existing reforestation fund called RED. Part of the ticket price is donated to this fund. * area use The monorail will remediate and increase commercial activity around the monorail stations (especial around the bowling ball and downtown).There are no plans to develop these areas. According to SEPLAN, the private sector will take care of this. Possible attain use changes around stations did not play any role in choosing the locations of the station. Following are the solution of problems given in the paper Constructability Analysis of Monorail Pr oject is discussed as below 1. solving the problems related with the construction of monorail is an important objective in the whole phases of a construction project, and experts with knowledge and experience play an important role in achieving superior constructability. . Constructability analysis will help to perish hidden costs and change orders, ensure schedule, improve construction persona and enhance safety in construction project. This research is undertaken to conduct a constructability analysis of monorail project. 3. We identify comprehensive factors which influence monorail project constructability during project planning, design and field operation. Through literature review and case study, a imperious approach and techniques to improve constructability in monorail project will be developed.Finally, we notwithstanding develop a practical framework for solution implementation in monorail project. 4. Due to the advantages of monorail in many transit realms, dozens of monorail systems have been built and in operating. Other many monorail projects are also in planning and under construction. There is a need to improve constructability of monorail project by bridging gap between engineers and constructors in early stage of monorail project. 5. Results have demonstrated the potential to minimize the number and magnitude of changes, disputes, cost overturns, and delays during construction.Following details given bellow are collected from national news paper measure of India 1. The next phase of citys monorail rakes running in the metropolitan region will be manufacture in India. All trinity major monorail manufacturing companies Scomi of Malaysia, Bombardier of Canada and Hitachi of Japan have plans to set up manufacturing plants in India. 2. Scomi which is already delivering the first monorail to the city, has already short listed four states in the country where they would penury to set up the monorail plant. 3.They expect to finish the formal ities of finalising the location by the year-end. The four states they are looking at are Maharashtra, Karnataka, Tamil Nadu and Gujarat. 4. There is a huge potential market for monorail. As many as 24 cities in India have shown keen interest in having a monorail. It would be our obvious target to tap this potential market and the outdo way to go further is by setting up a plant here. Compared with the subway (heavy rail) and trolley (light rail), the monorail shows the following advantages (Aoki Ishikawa, 1989) 1) EfficiencySince the monorail vehicle uses a cover or steel guidebeam for both the vehicles running surface and structural support, less guideway maintenance is required. The monorail guidebeam does not require periodic adjustment, replacement, grinding, tightening, or other maintenance. The rubber tires get little wear running on smooth guideways. 2) Cost While capital costs can be as much as or more than light rail, monorail can turn a profit once built. The Tokyo Mon orail is operated by a private business and turns a profit all(prenominal) year. This is unheard of with courtly rail or bus systems. The Seattle Monorail also turns a profit each year. ) Construction Process of monorail construction is simple dig a hole, pretermit in a pre-built support pylon, motortruck in the track which was manufactured offsite, lift into place Monorail beamway can be installed far faster than the alternatives. From truck bed to pylons was a matter of a few minutes. The entire system took only seven months to construct. noneother fixed rail can be installed as quickly and as disruption-free. Simple construction process of monorail construction. 4) Aesthetics The monorail guideway can be constructed to be an enhancement rather than a detriment to the environment.Monorail systems generally have a smaller footprint on the environment and the narrow guidebeams are less obtrusive than conventional trough-type guideways that are really more like aerial road stru ctures. 5) Safety Monorails run on an exclusive grade-separated guideway. So there is no possibility to conflict with other vehicles. The ways by which monorails are designed also put one over derailments virtually impossible. This is why monorails have an excellent safety record. Monorails of the world 1. palm Jumeirah Monorail, Dubai, UAE 2. Sentosa Monorail rude / field of operation Singapore Type Small Line continuance 2. 1km channelise ecesis 2cars/trainset Maximum overhaul Speed 60km/h No. of Track Switches 2 spring 2007 Features first gear small type monorail 3. Okinawa Monorail coarse / Area Japan Type Medium Line duration 13. 1km control Formation 2cars/trainset Maximum assist Speed 60km/h No. of Track Switches 12 Inauguration 2003 Features First FSW monorail 4. Tama Monorail Country / Area Japan Type Large Line duration 16. 0km Train Formation 4cars/trainset Maximum Service Speed 60km/h No. of Track Switches 26 Inauguration 1998 Features First VVVF monorail 5 . Osaka Monorail Country / Area JapanType Large Line Length 28. 0km Train Formation 4cars/trainset Maximum Service Speed 70km/h No. of Track Switches 38 Inauguration 1990 6. Kita-Kyushu Monorail Country / Area Japan Type Large Line Length 8. 8km Train Formation 4cars/trainset Maximum Service Speed 65km/h No. of Track Switches 13 Inauguration 1985 7. Osaka Expo. Land Monorail Country / Area Japan Type Medium Line Length 4. 3km Train Formation 4cars/trainset Maximum Service Speed 50km/h Inauguration 1970 (abolition 1970) Features First ATO operated monorail First full flat floor monorail 8. Tokyo MonorailCountry / Area Japan Type Medium Line Length 17. 6km Train Formation 6cars/trainset Maximum Service Speed 80km/h No. of Track Switches 25 Inauguration 1964 Features First mass-transit purpose monorail tandem axle bogie 9. Chongqing Monorail, china Country / Area China Type Large Line Length 19. 2km Train Formation 4cars/trainset Maximum Service Speed 75km/h No. of Track Switches 9 Inauguration 2005 Features First overseas monorail CASE STUDY Chongqing Metro Chongqing Metro is ametrosystem inChongqing,China Connects citys main business and entertainment downtown areas.Transit type rapid transit, straddle-beam monorail Number of lines 3 Number of stations 55 Annual ridership 45 billion (2010) Line 2 only1 Began operation 2005 System length 72. 0 kilometers Line 1 In operation 2011 Connects densely populated areas and Central Business Districts Jeifangbei, Daping, and Shapingba. Track length 16. 4km No. of stations -14 Line2 In operation 2005 Connects Yuzhong,Jiulongpo, andDadukou. Track length -19. 15km No. of stations -15 Line 3 In operation 2011 Connects the districts separated by Chongqings two main rivers, Track length 39. km No. of stations 29 Worlds longest single monorail line. Largest monorail systemChongqing Rail Transit(Line 2 & 3), 55. 6km CRT has a total track length in operation 72. 0km At 55. 6km, the systems two monorail lines form the worlds largest monorail network, Chongquing monorail map Why the need of a monorail in Chongquing? * China has been achieving economic growth averaging about 10% per year. * Problems caused by the underdevelopment of urban infrastructure in major cities have surfaced. * As a result, traffic congestion and air pollution were becoming increasingly serious. Chongqing metropolis is located in the eastern part of the Sichuan basin on the focal ratio reaches of the Chang River * A driving force for economic development in midland regions of China. * Traffic congestion became much worse in the central city areas1, * While air pollution increased delinquent to exhaust gas from automobiles, * Transportation via roads was being inhibited due to the terrain of Chongqing City and the condition of the existing city areas. * The central part of Chongqing City is in a rugged mountainous area. * It is divided in two by the Chang River and the Jialing River. proceeds of the urban environme nt was considered * There were close to 4,300,000 bus users per day6 in 2008,accounting for approximately 80% of all transport modes used in Chongqing City. * Development of the Light Rail Transit system is expected to relieve traffic congestion in the central city areas and realize reliable transportation. Project schema * Approved Amount/ Disbursed Amount 27,108 trillion hankering / 27,107 million yen * Exchange of Notes Date/ Loan Agreement Signing Date marching 2001 / March 2001 * Terms and Conditions Interest Rate 0. 75% Repayment uttermost 40 years (Grace Period 10 years) * Condition for Procurement symmetrical tied * Borrower / Executing Agencies Government of the Peoples Republic of China /Chongqing * municipal Peoples Government (Project Implementation * Unit Chongqing Rail Transit General Corporation (CRTC)) * Final Disbursement Date January 2007 * Main Contractor (Over 1 billion yen) China planetary Trust & investiture Corp. (China) / * China Shanghai (Gr oup) Corp. For Foreign Economic & Technology (China) and Changchun railroad track .Vehicles Co. Ltd. (China) (JV) / Mitsui & Co. Ltd. (Japan) * Main Consultant (Over 100million yen) Japan Railway expert Service (JARTS) (Japan) and * Pacific Consultants International (PCI) (Japan) (JV) * Feasibility Studies-F/S prepared by the Second Design part of the Ministry of Railways (2000) JICA Special assist for Project (SAPROF) prepared by Japan Railway Technical Service (JARTS) and Pacific Consultants International (PCI) (1998) Japan Railway Technical Service (JARTS) (Japan) and Pacific Consultants International (PCI) (Japan) (JV) .Project Cost * The mean cost was 44,328 million yen (Japans ODA loan amount was 27,108 million), and the actual cost was 46,036 million yen (Japans ODA loan amount was 27,107 million), which slightly higher than planned (about 104% of the plan). * The main reason for cost excess was irrelevant exchange fluctuations. * Both project period and project cost s lightly exceeded the plan. * Therefore efficiency of the project is fair. Problems faced during the Execution of Chongquing monorail. . In the Official Development Assistance Charter (ODA Charter) approved by the Cabinet in 1992, Environmental preservation and development should be pursued in tandem is stipulated as one of the principles of Japans ODA policy. In 2000, a committee in the regime party proposed a Summary of and Guidelines for Economic Assistance to China. Based on the content of this document, the Economic Cooperation Program for China was established in 2001.This series of guidelines and plans designated cooperation towards resolving environmental and other global issues, improved living standards and tender development in the inland regions, and the promotion of mutual understanding, etc. , as priority areas for Japans ODA to China. The objective of this project is therefore judgement to be in compliance with the assistance policy of Japan because it aims for r eliever of air pollution in Chinas inland regions. Sol-This project has been highly relevant with the country development plan, development needs, as well as Japans ODA policy, therefore its relevance is high. . Construction of precautions and environmental measures for soil runoff ,noise problems, water pollution. etc. ,know-how of technology send for environmental monitoring. Sol- March 2001 to June 2005Implemented from the project commencement to the operation commencement. 3. Height difference between the rail for the section from Dongwuyuan Station to Dayancun Station and the rail south of Dayancun Station Sol- The Agency decided to transact the line as far as Dongwuyuan Station without constructing Dayancun Station during this project.As a result, it was decided that the section between Jiaochangkou Station and Dongwuyuan Station would be the project section for Phase 1, and that Dayancun Station would be constructed in phase 2 of the Line 2 project (completed in July 2006). 4. Arrangement of carriages (Since volume of passengers was ascertain) Sol- The Executing Agency adopted a three stage plan for the arrangement of the carriages (first stage four-carriage trains, second stage six-carriage trains, third stage eight-carriage trains).For time being, Its working with 4 carriages as per the volume of passengers. 5. Differences in Consulting services 6. ascertain in tendering process 7. Machinery procurement procedures & delivery 8. In case of Chongquing, due to SARS (Swine flu) increased the time for construction. 9. Cost excess was due to foreign exchange fluctuations 10. move of 470 residents(190 families) and acquiring approximately 12. 00ha of land for the project implementation. (Land Acquisition)Sol -The Chongqing Municipal Peoples Government and the Executing Agency, the bodies responsible for implementing the resettlement of residents and the land acquisition, went through the procedures, the Chongqing City Urban Resettlement Management Ordin ance, and established the Chongqing Light Rail Transit Line 2 Land Confiscation and Resettlement Compensation Guidelines in order to pay compensation to resettled residents. The land acquisition was also implemented without any particular problems, based on the Law of Land Administration of the Peoples Republic of China. 11. Height differences. Soln- Straddle-beam monorail was used. 2. Problems of long span. (30m-40m) 13. Accidents due to armoured concrete, mechanical equipments. etc. CONCLUSION * Thus we conclude that, * The Chongquing monorail project exceeded the projected time of completion and project cost, but still the project is evaluated satisfactory. * So if we avoid or maybe find out the best alternative/or solution/ for the above problem/s the cost and time factor will not exceed. * This study about the problems of the effect of the monorail will help as a guideline to overcome or avoid the obstructions/problems/restrictions in the execution of future monorail projectsB IBLIOGRAPHY * www. hitachi. co. in * The urbanaut company Inc. Monorail systems * gracious engineering and construction review , vol. 24 April 2011Monorail , A viable urban transportation system By, Dr. R. Kuberan. * Civil engineering and construction review , vol. 24 April 2011 construction methodologies for mumbai Monorail projects By, Mr. C. Sankaralingam Mr. K. Senthilnathan. * Jakes, Andrew S. , Las Vegas Monorail, 1995. * The Monorail Society website located at www. monorails. org * Constructability Analysis of Monorail Project CIV. 1278 F by Prof. EI-Diraby