HONOLULU AUTHOIRTY for RAPID TRANSIT Question? MONORAIL – ONE TRACK, ONE TRAIN OR ELEVATED LIGHT RAIL – TWO TRACKS, TWO TRAINS HART – PIERS AND SUPERSTRUCTURE CONSTRUCTION PROCESS http://www.honolulutransit.org/media/8677/20110701-final-eis-appendix-e.pdf HART PEARL HIGHLANDS– Artistic Rendering
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Honolulu Authoirty for Rapid Transit - Unsafe at Any Speed - Part II - Jeopardy
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HONOLULU AUTHOIRTY for RAPID TRANSIT
Question?
MONORAIL – ONE TRACK, ONE TRAIN
OR
ELEVATED LIGHT RAIL – TWO TRACKS, TWO TRAINS
HART – PIERS AND SUPERSTRUCTURE CONSTRUCTION PROCESS http://www.honolulutransit.org/media/8677/20110701-final-eis-appendix-e.pdf
THE HONOLULU RAPID TRANSIT IS AN ELEVATED LIGHT RAIL SYSTEM
Question:
Structurally soundness and Safety of Columns and Tracks designed for a
MONORAIL to operate a ELEVATED LIGHT RAIL
RAIL FACTS
Length
20 miles The system begins in East Kapolei, connects with the Honolulu
International Airport and downtown Honolulu, and ends at Ala Moana Center.
Stations
21 stations
System Features
Modern, steel-wheel-on-steel-rail technology powered by a third rail. "Steel-on-steel" technology is the most reliable, proven technology available as recommended by a panel of engineering and transit professionals. Oahu voters then specifically approved a steel-on-steel rail transit system in 2008. Honolulu's light-metro rail technology is different from the old heavy elevated rail lines in New York City, Chicago, and elsewhere. The new steel-on-steel system is quiet, smooth, efficient and uses one of the most advanced control technologies in the world.
Elevated, grade-separated
Speed
Top speed: 55 mph Average speed (including station stop time): 30 mph
Rail Vehicles
Fully automated (driverless) Capacity of 800 passengers per four-car train Each car 10 feet wide
Rail Columns Number
450 from East Kapolei to Aloha Stadium 400 from Aloha Stadium to Ala Moana Center
Kiewit Corporation was awarded contract for 450 columns from
East Kapolei to Aloha Stadium. Since September 2013 to May 4, 2015, Kiewit has constructed 150 columns from East Kapolei to Farrington Highway.
Solicitation for 400 columns, Aloha Stadium to Ala Moana Center
is TO BE ISSUED.
Rail Column and Track Design
Kiewit Infrastructure West Company (KIWC) 30 ft in height, 30 feet wide at top Supports 2 train tracks, each 20 feet wide
Rail Vehicles, Operations and Control Center
Ansaldo Honolulu was awarded the $1.4-billion Core Systems Contract for the Honolulu Rail Transit Project to design, build, operate and maintain the train vehicles in addition to the operations and control center. http://www.ansaldohonolulurail.com/
On February 24 the Hitachi and Finmeccanica boards announced the signing of binding agreements for the Japanese group to buy Napoli-based rolling stock manufacturer AnsaldoBreda and Finmeccanica’s 40% stake in Genova-based signalling, train control and turnkey transport system supplier Ansaldo STS. http://www.railwaygazette.com/news/business/single-view/v iew/hitachi-agrees-to-buy-ansaldo-sts-and-ansaldobreda.html
Cant helps a train steer around a curve, keeping the wheel flanges from touching the rails, minimizing friction and wear. At the ends of a curve, the amount of cant cannot change from zero to its maximum immediately. It must ramp gradually in a track transition curve. The length of the transition depends on the maximum allowable speed.
KWIC - KAPOLEI
American Railway Engineering and Maintenance – of – Way Association
(AREMA)
As a vehicle traverses a curve, the vehicle transmits a centrifugal force to the rail at the point of contact. This force is a function of the severity of the curve, speed of the vehicle and the mass (weight) of the vehicle. This force acts at the center of gravity of the rail vehicle. This force is resisted by the track. If the vehicle is traveling fast enough, it may derail due to tail rollover, the car rolling over or simply derailing from the combined traverse force exceeding the limit allowed by the rail-flange contact. This centrifugal force can be counteracted by the application of superelevation (or banking), which effectively raises the outside rail in the curve by rotating the track structure about the inside rail. The point, at which this elevation of the outer rail relative to the inner rail is such that the weight is again equally distributed on both rails, is considered equilibrium elevation. Track is rarely superelevated to equilibrium elevation. The difference between the equilibrium elevation and the actual superelevation is termed underbalance. Curvature limits for light rail traffic are much higher than for traditional heavy rail equipment. Like heavy rail, main line curvature is generally limited by a combination of superelevation practices and vehicular speed. However, on most light rail systems, all the vehicles are the same or very similar. Sometimes rail equipment is specifically designed for the existing system’s track geometry.
Because of this homogeneality of equipment on independent systems, curvature limitations can be approached more readily as the same limit applies to all equipment rather than a range of values found with vastly different equipment handled by heavy rail systems. The general accepted minimum radius is 500 feet for general main routes. This can be reduced to as low 115 feet for track embedded in pavement. Absolute minimums are established by the equipment used and could be as low as 82 feet or less. Because severe gradients along an alignment route can affect the ultimate speed, fuel usage, and power requirements, the gradients on new alignments are usually scrutinized more closely than horizontal gradients.
SOURCE: Lindamood, P.E., B., Strong, P.E., J., & McLeod, P. Eng., J. (2003). Chapter 6. Railway Track Design. American Railway Engineering and Maintenance–of–Way Association (AREMA) http://www.engsoc.org/~josh/AREMA/chapter6%20-%20Railway%20Track%20Design.pdf