design of metropolitan railway system

8/2/2019 Design of Metropolitan Railway System

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Sumedh Desai - 0815095

Somil Rambhiya - 0815097


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The Mumbai Suburban Railway system, carries more

than 6.9 million commuters on a daily basis.

It has one of the highest passenger densities of anyurban railway system in the world.

Due to the geographical spread of the population andlocation of business areas, the rail network is theprincipal mode of mass transport in Mumbai.

Over 72, 12 rake EMUs (Electric Multiple Units) run inbetween Borivali-Churchgate and Thane-CST duringpeak hours.

The Suburban Railway system operates on 1500 V DC /

25000 V AC power supply from overhead lines.

Problem Statement


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A bulk of the current fleet of both the Western andCentral railways feature old rakes which are capable of a

maximum speed of 85 km/h in regular service.

The current coaches introduced recently, are built ofstainless steel, and have non-cushioned seats, emergencyfluorescent lights, windows with polycarbonate lookoutglass, better suspension systems and a roof mounted

forced ventilation system, station indicators in allcoaches, GPS based Public information system in allcoaches.

Total cost of this project is 5,300 crore.

The Tare Weight of a single coach is 37 tonnes.


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Payload per coach during peak hour is 28 tonnes.

Length breadth and height of a single coach are 22m,3.66m and 3.22m respectively.

As Mumbai's population swelled from a heavyinflow of migrants in recent decades, frequentovercrowding has become a serious issue.

Traffic at peak hour is around 3,45,600 people.Due to its extensive reach across Mumbai, and its

intensive use by the local urban population, theMumbai Suburban Railway suffers from some of the

most severe overcrowding in the world.


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To provide affordable, quick, efficient andcomfortable mode of transportation.

Aim:


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This project goes a long way to solve the many problems

that plague the railway transport system.

The new system proposes 2 separate continuousalthough concentric circular tracks long enough to coverthe entire area of the present railway system.

A parallel continuous circular platform shall beconstructed on the inside of the two tracks.

One continuous train, joining itself and forming a circle,equal in length to the circumference of the tracks will

run on each of the 2 tracks. The train operating on the outermost track will run

continuously for the entire duration of the working dayand night.

Abstract


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This train runs at a uniform speed of 100kmph.

However the train running on the inside track will stopalong the platform for a duration of 30 s then accelerate

to a speed of 100kmph thereby making the relativevelocity between the two trains zero.


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This state of motion with zero relative velocityenables the automatic doors on both the trains to

latch together, while the passengers shift from onetrain to the other.


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This operation lasts for 30s after which the doors

disengage and the intermediate train decelerates to astop so as to allow the passengers to alight at theirrespective destinations.

The intermediate train repeats this cyclecontinuously throughout the day.


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After the passenger boards the intermediate train heshifts to the continuously moving train, once theintermediate train accelerates to 100kmph running

parallel with zero relative velocity between the 2 trains.Just before the destination arrives the passenger

similarly moves back to the intermediate train andconsequently alights on the platform.

This enables the passenger to be in a state of constantmotion between the point of boarding and thedestination.


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Since the passengers are in a state of constant motion

the duration of commute over long distances isreduced by up to almost half.

This projects employs regenerative braking so thatthe energy lost during the deceleration of theintermediate train is recovered and used to maintainthe constant velocity of the outside train.

Since the doors will automatically lock there is norisk of passenger injury due to recklessness.

Due to the extra space provided by the continuouslength of the train, the problem of overcrowdinglargely diminishes.

Rationale


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The extra space also increases the capacity of thesuburban railway system.

Extra space provides comfortable transport conditions.


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1) PATH OF TRAIN:

Borivali Thane

Churchgate CST

Detail Design


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CAD Design for Fast Train Coach.

CAD Design for Intermediate Train Coach


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2) PATH LENGTH = 93.062km.

Length of One coach =22mNo of Bogies per loop =93.062/22.5

=4136

3)Energy Requirement of continuously Moving Loop.

Tare Wt/coach =26 tons

Total Payload/coach =21.84 tons (considering80%trafficdensity.)

Total Wt/coach =47.84 tons

Total Wt =4136*47.84

=197.866 * 10^3 tons


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Energy required to accelerate continuously moving train /day=Final Kinetic Energy- Initial Kinetic Energy.

Initial Velocity =0

Final Velocity =100 kmph = 27.77 m/s

Energy required / day= 0.5*m*(v^2)-0

=0.5*197.866*1000*1000*(27.77^2)=7.63*10^10 KJ

Power required to over come friction=u*N*V

=0.001*197.866*1000*1000*9.81*27.77

=53.903 MW


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4) Energy Requirement of Intermediate Loop.

Wt/coach =12 tons

Total Payload =5.46 tons

Total Wt/coach =17.46 tons

Total Wt =17.46*4136

=72.21*10^3 tons

Time in which acceleration takes place =30 secPower Required to Accelerate train to 100kmph

=0.5*m*v^2

=[0.5*72.21*1000*1000*(27.77^2)]/30

=928.106 MW

Assuming efficiency of regenerative brakes as 70%


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Total Power spent =928.106*0.3

=278.43 MW

Power Required to overcome Friction

=u*N*V=0.001*72.21*1000*1000*9.81*27.77

=19.671MW

5)Present System Power Consumption.

Velocity=16.667 m/sMass/coach=37 tons

Total Payload/coach=27.3 tons

Total Wt/coach=64.3tons

Total Wt =12*64.3=771.6*10^3 kg


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Energy required to accelerate 12 coach train up to16.66m/s

=0.5*m*v^2

=[0.5*771.6*1000*16.667^2]/10=7.144 MW

No of trains running during Peak Hour=72

Total Power=7.144*72

=514.42 MW

Power Required to overcome Friction

=u*N*V

=0.001*771.6*1000*16.667=0.0128MW


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Total Power to overcome Friction = 72*0.0128

=0.926 MW

=926 KWTotal Power Requirement of Present System

=514.42+0.926

=515.34 MW

Energy saved = Present System energy consumption

=New System energy Consumption

=515.34-(298.101+53.903)

=163.33MWPercentage Savings=31.7%


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The new system promises to drastically reduce themortality rate of passengers.

Considerable amount of energy is saved.Cost of maintenance is relatively lower.

Reduction in overcrowding.

Shorter duration of commute.

Cheaper and comfortable transportation is achieved.

Conclusion

design of metropolitan railway system

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