Monorail Thesis

Category: China, Design, Train

Last Updated: 20 Apr 2022

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CONTENTS * INTRODUCTION * OBJECTIVE * SCOPE OF STUDY * NEED OF STUDY * METHEDOLOGY * LITERATURE REVIEW * CASE STUDY * CONCLUSION * BIBLIOGRAPHY 1. 0 INTRODUCTION 1. 1 Why Monorail? Monorails are the cheapest way of adding grade-separated, high-capacity public transport over the gridlock on the ground. They are also totally independent of existing tram, train and bus systems. 1. 1. 1 Monorails are proven. Many monorail systems are in use as high-capacity public transport systems carrying thousands of passengers a day – especially in Japan 1. 1. 2 Monorails are safe.

Being totally grade-separated monorails are one of the safest forms of transport. 1. 1. 3 Monorails are environmentally friendly. Monorails have similar energy-efficiency to other mass-transit systems. They are far less energy-intensive to build than a rail subway while having a far lower footprint than surface rail. Monorails can be installed with a minimum of disruption on the ground and have a lower visual impact than other types of elevated rail systems. Monorails can travel at over 80km/h providing an excellent alternative to cars in crowded cities. 1. 1. 4 Monorails are cost effective.

Retrofitting a subway to a crowded city is usually prohibitively expensive. Great uncertainties usually exist as to the full cost of dealing with the myriad underground services (sewers, storm water, mains water, electricity & gas. ) as well as geological challenges such as rock and mud. Often subway systems are below sea-level creating many expensive and time-consuming challenges during construction and maintenance. 1. 15 Monorails are quick to build. The monorails proposed here could be built in time for the 2014 election. Monorails Cost Less Monorail systems cost about 5 to 10% per kilometre of a subway system.

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Construction risks are less with Monorail system due to the ease of above-ground construction. * It is one of the urban rapid transit system. * Mono rail is a rail-based transportation system based on a single rail. * In this vehicle bodies are connected to the beam allowing curves to be negotiated. * Faster transportation. * Cheaper as compared to metro. Disabled Access The Monorail system can be accessed by lift from street level. As lift floor, platform floor and monorail car floors are at the same level there is no impediment to the disabled person using a Monorail system.

Hitachi's vehicles are also able to accept a walkway to evacuate disabled passengers between monorail trains should a monorail become stranded between stations. Operation Ideally the Monorail would use the new myki system. It could be operated by Metro, Yarra Trams or some other body. Hitachi monorail trains can be fully or partially automated. If partially automated an operator would close the doors and then the train's computer would drive the monorail to the next station as is done for London's Dockland Light Rail. Stations

Stations can be built into existing buildings increasing the value of the building. Minor stations could have a smaller footprint if they use multiple 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 transparent material. Solar panels could provide power to the station. Station walls would probably need to wrap around the monorail to provide protection for passengers in bad weather.

Aesthetics Melbourne’s monorail could be a great visual asset to the city and a major tourist draw card if adequate attention is given to the design of the pillars and beamway. (This has not always been the case with other existing monorails. ) A ‘Medium 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 placed above street trees to avoid the need for tree removal, as demonstrated with sections of the Tokyo Monorail.

Some Japanese monorail pillars are covered in lattice work to encourage creepers to cover the pillar. This would discourage graffiti. See also the Singapore Monorail pillars. Advertising should not be permitted on pillars, monorail cars or the beamway. Pillar design should be simple and elegant - the objective should be to fit in with Melbourne rather than stand out from it. Switching There is a myth that monorails have a problem with switching. However, in reality all serious monorail systems have switches that are used continuously in day-to-day operation.

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 Track Switch page. Both sites have video clips of switches in operation. The Melbourne Monorail would probably use the Segmented Switches shown on the above pages. Safety Monorail systems are not immune from problems caused by poor design. The Seattle monorail has suffered a collision between two cars on a section of track where the beams were too close together.

The beams should always be far enough apart 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 never been necessary in practice. Hitachi monorails can also be coupled together and passengers evacuated through the front or rear doors. (See Hitachi web site for diagram. ) Where monorail beams cross 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 Types of mono rail based on drive operation. * Electric Power driven. * Magnetic levitation. 1. 3Types 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. * Maintenance free guideway. * Only rubber tyres get little wear by running on smooth guideway, that’s why rubber tyres has to be changed within 100000 to 150000 km. * Monorail runs on individual guideway, therefore no possibilities of collision. * 0. 015 % of chances of derailment. 1. 5 Comparison 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 projects. Find out solutions for those problems. * Eliminate errors that can occur in future monorail projects. * Total effect on mono-rail project by applying solutions as compared to previous monorail project. * Avoid time ; cost overrun. 3. 0 NEED OF THE STUDY As in India following mono-rail are about 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 this 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 will 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 Preliminary Report LITERATURE REVIEW Various Problems Occurred In Construction Project * Planning * Funding ; Financing * Engineering and Design * Planning ; Construction * Operation * Safety ; Security * Standards * Laws ; Regulations Projects ; project opportunities Planning Phase In the planning phase, some lessons learned from specific monorail projects such as Seattle Monorail, Kitakyushu Monorail and Chiba will give some useful experiences on how to optimize station and route planning in planning phase, which will guide the best practice in monorail project construction, especially in promoting efficient construction. Design Phase 1. Structural system 2. Guideway layout 3. Design is a complex and demanding process, but it is also the most fruitful area in optimizing the whole project schedule. . 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 desirable 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 Foundation and Pier Construction * Survey Team * Tree Clearance/Transplantation Construction Track/Erosion and Sediment Control Construction * Piling of River Foundations * Excavation and Placement of Pad Foundations and Pier and Backfilling * Excavation and placement of foundations with driven piles and pier and backfilling * Access Track and Component Transportation * Depots and Accesses * Depot to Construction Front * Foundation Pads and Piers * Placement of Piers * Transportation for River Foundations * Erection of Monorail Beams * Completion of Monorail Running Surface * Rehabilitation * Construction/Mountain Bike Track and Spur Tracks * Future Maintenance Legal Requirements * General Health And Safety Issues * Noise And Lighting Management * 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 shut off during the construction. The maximum ticket price will be very 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 reach Manaus through a pipeline which is being constructed. The ‘fund’ which plays an important role 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. * Land use The monorail will improve and increase commercial activity around the monorail stations (especial around the stadium and downtown).

There are no plans to develop these areas. According to SEPLAN, the private sector will take care of this. Possible land 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 Project” 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 eliminate hidden costs and change orders, ensure schedule, improve construction quality 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 systematic approach and techniques to improve constructability in monorail project will be developed.

Finally, we further 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 Times of India: 1. The next phase of city’s monorail rakes running in the metropolitan region will be manufactured in India. All three 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 want to set up the monorail plant. 3.

They expect to finish the formalities 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 best 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) Efficiency

Since the monorail vehicle uses a concrete or steel guidebeam for both the vehicle’s 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 Monorail is operated by a private business and turns a profit each year. This is unheard of with conventional rail or bus systems. The Seattle Monorail also turns a profit each year. ) Construction Process of monorail construction is simple - dig a hole, drop in a pre-built support pylon, truck 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. No other 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 structures. 5) Safety Monorails run on an exclusive grade-separated guideway. So there is no possibility to collide with other vehicles. The ways by which monorails are designed also make 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 Country / Area| Singapore| Type| Small| Line Length| 2. 1km|

Transit type - rapid transit, straddle-beam - monorail Number of lines - 3 Number of stations - 55 Annual ridership - 45 million (2010) [Line 2 only][1] 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. 4 km No. of stations -14 Line2 – In operation 2005 Connects Yuzhong,Jiulongpo, and Dadukou. Track length -19. 15 km No. of stations -15 Line 3 – In operation 2011 Connects the districts separated by Chongqing's two main rivers, Track length - 39. km No. of stations - 29 World's longest single monorail line. Largest monorail system: Chongqing Rail Transit (Line 2 & 3), 55. 6km CRT has a total track length in operation - 72. 0 km At 55. 6 km, the system's two monorail lines form the world's 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 City is located in the eastern part of the Sichuan basin on the upper reaches of the Chang River * A driving force for economic development in inland regions of China. * Traffic congestion became much worse in the central city areas1, * While air pollution increased due 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. Improvement of the urban environment was considered * There were approximately 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 Outline * Approved Amount/ Disbursed Amount - 27,108 million yen / 27,107 million yen * Exchange of Notes Date/ Loan Agreement Signing Date - March 2001 / March 2001 * Terms and Conditions - Interest Rate : 0. 75% Repayment Period : 40 years (Grace Period: 10 years) * Condition for Procurement: Bilateral tied * Borrower / Executing Agencies - Government of the People’s Republic of China /Chongqing * Municipal People’s Government (Project Implementation * Unit: Chongqing Rail Transit General Corporation (CRTC)) * Final Disbursement Date - January 2007 * Main Contractor (Over 1 billion yen) - China International Trust & Investment Corp. (China) / * China Shanghai (Group) Corp. For Foreign Economic & Technology (China) and Changchun Railway .

Vehicles Co. Ltd. (China) (JV) / Mitsui & Co. Ltd. (Japan) * Main Consultant (Over 100million yen) - Japan Railway Technical Service (JARTS) (Japan) and * Pacific Consultants International (PCI) (Japan) (JV) * Feasibility Studies:-F/S prepared by the Second Design Department of the Ministry of Railways (2000) JICA Special Assistance 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 planned cost was 44,328 million yen (Japan’s ODA loan amount was 27,108 million), and the actual cost was 46,036 million yen (Japan’s ODA loan amount was 27,107 million), which slightly higher than planned (about 104% of the plan). * The main reason for cost excess was foreign exchange fluctuations. * Both project period and project cost slightly 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 conservation and development should be pursued in tandem” is stipulated as one of the principles of Japan’s ODA policy. In 2000, a committee in the governing 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 social development in the inland regions, and the promotion of mutual understanding, etc. , as priority areas for Japan’s ODA to China. The objective of this project is therefore thought to be in compliance with the assistance policy of Japan because it aims for alleviation of air pollution in China’s inland regions. Sol:-This project has been highly relevant with the country development plan, development needs, as well as Japan’s 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 transfer for environmental monitoring. Sol:- March 2001 to June 2005:Implemented 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 complete 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. Delay 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. Resettlement of 470 residents(190 families) and acquiring approximately 12. 00ha of land for the project implementation. (Land Acquisition)

Sol :-The Chongqing Municipal People’s 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 Ordinance, 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 People's Republic of China. 11. Height differences. Soln:- Straddle-beam monorail was used. 2. Problems of long p. (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 execution of the monorail will help as a guideline to overcome or avoid the obstructions/problems/restrictions in the execution of future monorail projects

BIBLIOGRAPHY * www. hitachi. co. in * The urbanaut company Inc. Monorail systems * Civil 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

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