BUKAKA

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DESIGN CRITERIA OF CIVIL CONSTRUCTION OF JAKARTA MONORAIL GUIDEWAY

GENERAL

The design criteria of geometric alignment of monorails track are based on the passenger vehicle Bukaka Monorail. The vehicle is designed and manufactured by PT Bukaka Teknik Utama, located in Jakarta, ndonesia. The track alignment is designed to service ! "t#o$ monorails #hich can travel together side by side and consists of ! "t#o$ guide#ay beams. The guide#ay beam #ill be located on the columns #hich have certain height according to the field conditions.

BASIC SPECIFICATION OF VEHICLE

2.1

Car Format o! There are % "four$ cars in series consisting Mc&'M!'M('Mc! ")igure ! '&$, and every car has ! "t#o$ bogies.

Mc1

M2

M3

Mc2

M Bogie T Bogie

F "#r$ 2%1 *ar )ormation

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2.2

Tra ! D m$!& o!

2'2'1

Car L$!"t( Mc&, Mc! M!, M( + &,-!! mm + &%.!! mm

2'2'2

Format o! L$!"t( )ormation /ength of the train "incl. bet#een coupler$ + 0.&11 mm

2'2')

Car W *t( *ar 2idth + (--- mm

2'2'+

Car H$ "(t *ar 3eight + ' %-,0 mm "Measured from track beam surface to the top of the train$ ' ..,0 mm "Measured from the bottom of skirt to the top of the train$

2'2',

D &ta!-$ .$t/$$! t/o Car& 4istance + ,-- mm

2'2'0

D &ta!-$ .$t/$$! t($ C$!t$r o1 t/o Bo" $& 4istance + 5.-- mm

2'2'2

T34$ o1 Bo" $ Bogie consist of ! "t#o$ types ")igure ! '&$, they are trailer bogie "T bogie$ and motored bogie "M bogie$.

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2'2'5 D m$!& o! o1 t($ Bo" $ 67le distance Ma7imum a7le load at running #heel + &.-- mm + &- Tons

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2.3

Ma6 m#m O4$rat o! S4$$* Ma7. 8peration 9peed + 1- km:h "9traight Track$ !. km:h "*urved Track$

2.4

A--$7$rat o! a!* D$-$7$rat o! o1 t($ V$( -7$ 6cceleration + ( km:h:s "-.1(( m:s!$ 4eceleration + %.. km:h:s "&.!. m:s!$

2.5

R#!! !" M ! m#m C#r8$ 3ori;ontal *urve <ertical *urve + ,- m + &--- m

2.6

Ma6 m#m Gra* $!t Ma7imum =radient + . >

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LOADING DATA OF TRAIN

3.1

D$& "! Co!* t o! &$ track beam loading !$ The follo#ing location of train loading impacts should be considered into the design of column loading *olumn loading is the combination of train loading and

a$
*rosshead and *olumn

)or instance+ )ull loaded trains "%- tons$ #ill approach to#ard the column from different directions simultaneously under the braking operation "%.. km:h:s$ applied

b$

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Both of trains #ith full loaded "%- tons$ is located at ?ust in middle of both column F "#r$ )%2 Position of *olumn and Train "Upper <ie#$

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3.2

D$1 ! t o! t is confirmed hereunder the terms used herein are assigned to define as belo#+

< / / 3 3

9ide <ie#

)ront <ie# 3

3 + 3ori;ontal load / + /ongitudinal /oad < + <ertical /oad

4ouble Tracks F "#r$ )%) /oad 4efinition

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3.3

A67$ Loa* 9 Arra!"$m$!t

)')'1

O8$r8 $/ The a7le load @ arrangement and center of gravity are defined belo#+ " nfinite coupling arrangements of trains should be considered into the design of guide #ay$

67le /oad @ 67le 6rrangement

P D

P B

P D C

P P D

P P B D

*enter of =ravity

2 A &(-- mm B A %!!! mm C A 1--- mm D A &.-- mm P A &-.- ton ")ull load$ ,.5 ton "Tare load$

2
Eunning 9urface

*enter of =ravity

F "#r$ )%+ 67le /oad and *enter of =ravity

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)')'2

V$rt -a7 Loa* )rom )igure ! '&, the impact coefficients applied to the guide #ay structural design can be calculated by using the eFuation belo# #ith the span of supports+ (i ) = / A 9pan "m$ 20 50 + L

)')')

Hor :o!ta7 Loa* a$ /ateral /oad of <ehicle /ateral load caused by the snake motion of vehicle shall be a single'a7le centrali;ed and moving load acting perpendicularly and hori;ontally to the track a7is at the height of the running surface. The impact of such load shall be !.> of the single a7le load designed for the vehicle. "3$ A P! "&- ton$ 7 !.> A !.. ton

b$ 2ind /oad t is calculated according the condition in ndonesia c$ *entrifugal load *entrifugal load at curved section shall be calculated by using the eFuation given belo# and act at the height of the center of gravity of the vehicle and at the positioning of respective a7le in hori;ontally and perpendicularly to the track a7is #ithout causing impact load. ) A -.&,P #ith P A 67le load ")igure ( '%$

d$ *hange in Temperature t is calculated according the condition in ndonesia

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)')'+

Lo!" t#* !a7 Loa* 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. 9uch load shall be calculated at &.> of each a7le position

P=

( KxW ) xV 2 x11.3

#ith

G A &!- ton:m 2 A &!0.% ton < A ( km:h

P A (!., ton, 3 A ((- mm

mpact load on end buffer 3 Eunning Track Beam

F "#r$ )%, mpact /oad on Hnd Buffer

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DESIGN FORMULA FOR TRAIN RUNNING SPEED; CANT; LENGTH OF TRANSITION CURVE

4.1

Ca!t Pro1 7$ <S#4$r$7$8at o!=

V2 1.27 R

C=

* A *ant ">$ E A *urve Eadius "m$ < A Train Eunning 9peed "km:h$ Train formula is used to decide the *6IT to balance #ith centrifugal force #orked in train running at circular curve. The incline of across the guide#ay beam is called *ant or 9uperelevation. The above is the ideal formula. n consideration of actual train service speed, it is allo#ed to apply the cant deficiency up to . > and cant e7cess up to ( > of #hich figures are still #ithin the tolerance of passenger riding comfort. )or instance, centrifugal acceleration is -.-. g at cant deficiency of . >. The applied *ant "9uperelevation$ for the design of the Jakarta monorail guide#ay is defined as . >.

4.2

Tra ! R#!! !" S4$$* Pro1 7$ Train running speed is calculated as per the follo#ing formula+
(C +5) x1.27 xR >V > (C 3) x1.27 xR

4.3

Tra!& t o! C#r8$ Pro1 7$ To calculate the transition curve, the follo#ing formula can be used+ V3 L= 14 R

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/ A /ength of transition curve "m$ E A *urve radius "m$ < A Train running speed "km:h$ This is used to control the rate of change of centrifugal force under -.-(g:sec #hen train enter into curve section from straight section or vice verse in order not to sacrifice the passenger riding comfort. The follo#ing formula shall be used only #hen the route site physically constrains to maintain the desired length of transition curve defined by above formula.
L= V3 17 R

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n this case, rate of change of centrifugal force is -.-(0%g:sec.

4.4

V$rt -a7 C#r8$ Ra* #& Pro1 7$ The vertical curve radius is calculated by+ EA-.!0<! E A <ertical curve radius "m$ < A Train running sped "km:h$ The minimum vertical curve radius is al#ays kept at &--- m. The length of vertical curve is more than &. m.

4.5

Rat$ o1 C(a!"$ o1 Ca!t <S#4$r$7$8at o!= The diminishing of cant needs to be ended #ithin the length of transition curve, of #hich is illustrated belo#+

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Straight

Transition C r!e

C r!e

Transition C r!e

Straight

Cant !a" e 0

C 0

Cant !o" #e is to $e %i#inishing &ro&ortiona""' to &osition (ithin the "ength

F "#r$ +%0 Eate of change of cant

The change of the cant from flat at the straight part of the guide#ay to the ma7imum cant at the curve #ill be given at the transition curve+ 6t the starting point of the transition curve, the surface of the guide#ay is flat 6t the starting point of the curve #ith the certain radius E, the surface of the guide#ay beam #ill be inclined according to the value of the *ant The change of the cant "superelevation$ from the flat condition to the full cant #ill be done proportionally The rate of change of the cant along the transition curve #ill follo# the definition that the ma7imum change should be -.-(0% g:sec

4.6

Pro-$*#r$ o1 D$& "! !" t($ L !$ A7 "!m$!t > Pro1 7$

&. )irst of all, #e endeavor to set up each curve radius:cant:length of transition curve so as to achieve ma7imum train running speed. !. f the route conditions at site has physical constraint to prevent the foregoing alignment+ ' Train running speed is calculated first by #ay of applying foregoing %.& *6IT of %.! TE6I9 T 8I *UE<H /HI=T3 according to the site constraint that #e ace in procedure of &st step. ' Ie7t the other formula %.& or %.! used to decide the *6IT or TE6I9 T 8I *UE<H /HI=T3 as a result of above 1.

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4.7

Stat o! Po& t o! R$7$8a!t to C#r8$ The start:end point of transition curve is reFuired to separate from &! m apart from the edge of platform in consideration of train dynamic movement.

4.8

C#r8$ Ra* #& at D$4ot The curve radius can be around 0.',- m. But it #ould be better for the train more than ,- m.

4.9

A** t o!a7 R$?# r$m$!t *onsidering above mentioned specifications, there are % "four$ considerations #hich must be applied+ a. The center to center distance bet#een t#o straight tracks must be at least (,-- mm. b. The gradient of the track is not e7ceeded from . >. c. 6t the curved track, the center to center distance bet#een t#o guide#ay beams should be increased. The increment can be calculated using follo#ing formula+ ncrement of the distance A .!---:E "mm$ 2hich + E A radius of the curve in meter. d. The construction gauge shall be e7panded #ith the formulas mention bello#+ ' nside line of construction gauge A &%!--:E "mm$ ' 8utside line of construction gauge A (&1--:E "mm$ 2hich + E A curve radius in meter

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Eolling 9tock and *onstruction =auge

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9ection of Track Beam

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