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Old September 28th, 2014, 08:02 PM   #401
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"Wild Asia" zoo monorail, New York city (Bronx)

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Old September 28th, 2014, 08:04 PM   #402
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Chiba Monorail





http://40.media.tumblr.com/74d5414d1...2vwo1_1280.jpg
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Old September 29th, 2014, 08:38 PM   #403
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Poços de Calda city (100,000 inh) monorail in Sao Paulo state, Brazil, built in the 80s and never completed, it has been left parked near the city's bus station for almost 30 years.




Monotrilho de Poços de Caldas fracassa

JULIANA COISSI
ENVIADA ESPECIAL A POÇOS DE CALDAS

29/09/2014 02h00
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Um contrato feito à mão em 1981 vislumbrava um futuro ousado para a mineira Poços de Caldas, em que o monotrilho seria a solução para o transporte de massa.

A cidade turística, famosa pelas águas termais e então com 87 mil habitantes, sairia na frente de São Paulo, que só no mês passado começou a operar seu monotrilho.

Mais de 30 anos depois do projeto visionário assinado pela prefeitura e por uma empresa de engenharia, no entanto, o que restou foi um trenzinho fora de moda que "jaz" no alto do atual terminal de ônibus, além de pilastras enfileiradas ao longo do rio Lambari, que poluem a visão do centro da cidade.

Diante da obra parada, o Ministério Público do Estado abriu inquérito e quer que as partes cheguem a um acordo e assinem um TAC (Termo de Ajustamento de Conduta).

Zanone Fraissat - 3.set.2014/Folhapress
Sem nunca ter entrado oficialmente em operação, monotrilho continua em exibição em estação
Sem nunca ter entrado oficialmente em operação, monotrilho continua em exibição em estação
O problema é que prefeitura e concessionária não se entendem e se culpam mutuamente pelo fato de a obra estar incompleta e o serviço nunca ter funcionado.

Demolir as pilastras e vigas custaria até R$ 10 milhões, pelos cálculos da atual gestão. Já o valor necessário para ativar o monotrilho, dentro dos atuais padrões de segurança, é um mistério.

O contrato foi assinado pelo então prefeito Ronaldo Junqueira, já falecido, e a empresa J. Ferreira Ltda, a mesma que construiu o teleférico ainda em operação em Poços.

Assim como no caso do bondinho, a ideia da empresa era bancar totalmente a obra, e, ao fim de 50 anos de concessão, entregar o serviço sem ônus à prefeitura.

As pilastras e vigas foram erguidas nos anos 1980, mas o transporte nunca entrou em operação, segundo o promotor Emmanuel Levenhagen e a atual gestão. A empresa concessionária contesta.
fiasco inicial

No início dos anos 2000, duas situações agravaram o impasse. Na viagem experimental, o trem parou por uma falha técnica. Os passageiros tiveram de ser retirados do alto pelos bombeiros.

Na mesma época, duas pilastras de sustentação do monotrilho caíram. A concessionária acionou a prefeitura na Justiça, alegando que obras da administração municipal para desassorear o rio Lambari abalaram a estrutura de sustentação do monotrilho.

O procurador-geral do município, Dalmo da Silveira, diz que a prefeitura quer assinar o acordo, se houver consenso. Inicialmente, o município entende que o melhor é demolir a obra. "É um abacaxi que ficou por conta de erros do passado", define.

O advogado José Carlos Cardillo, que defende o engenheiro Joel Ferreira, da J. Ferreira, diz que só haverá demolição se a prefeitura indenizar a empresa.

O TAC pode ser assinado, diz Cardillo, se a prefeitura reerguer as pilastras que tombaram. Ainda falta um laudo que demonstre a segurança atual da estrutura.

Enquanto a disputa persiste, o promotor resume, com a mesma expressão do procurador da cidade, o sentimento dos moradores: "É um abacaxi que deixaram".
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Old September 30th, 2014, 06:28 PM   #404
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Riyadh KAFD monorail system

Quote:
KAFD monorail






Quote:
Originally Posted by ironredox
Hi there!

As promised, here's a complete walkthrough on Bombardier's first Riyadh-bound Innovia Monorail 300 Train with los of pictures. Anything concerning design and tech specs... well, I probably won't have the answer, but feel free to ask anyhow, i'll try my very best.

Her we go:


Sitting on piece of concrete beamway that was temporarily installed just for the fair: pretty majestic.


She is a beauty...


The Riyadh layout is the shortest possible configuration of the train, two sections, 26 metres long together. Maximum is eight sections, which would make the train roughly 100 metres long. Sao Paulo will have seven-car trains.


Nice detail in the design of the bottom 'skirt':


Although there were roughly 50 other metros, trams, locos and high speed trains on display, the Innovia proved to be one of the most popular exhibits. Guess why.


A proud logo: yes, that is the Riyadh version.


And yes, that is metallic effect paint!


Boarding:


Come on inside:


Front Seat: This will be the kid's favourite spot. And all the Railfans', too!


The interior is very spaceous. No surprise at an overall width of 3.14 metres!


Same seating arrangement as in the Sao Paulo trains:


However, the interior elements are of a somewhat higher quality. See for example the seats, which are upholstered with a vinyl cover, whereas the SP seats, to my knowledge, are solid plastic.


'Emty tube' design: no structural element or technical components are protruding into the passenger compartment. So a change in seating plan or general passenger layout is possible anytime in the future.


Detail of the tinted glass framing the doorways:


One of the doors from the inside. Each car has two on each side, making a total of eight per train. I can't read arabic... must say something like 'welcome to the Innovoa 300...'


The inter-car passageway is only about one-third of the overall car width. This is due the Innovia, unlike other (japanese) monorails, being extremely low-floor. The Interior Floor is just 45 centimetres over the top of the running surface, yielding a lower centre of gravity, thus a shorter bottom skirt, thus a reduced overall height, thus a reduced net weight, thus thus a better net/load ratio (almost 1:1 !!!), lower energy consumption and less costs in material.
The load wheels (there's two of them on a single axle), along with the entire drive and gears are hidden under the slanted cover, just where the two gray seats are. The passageway allows free movement between cars right next to the drive.


Although the passageway is not super-wide, it has a fully flat floor and offers enough space for free movement of passengers.


This is the entire drive, including motor and gearbox, it's that tiny! At the front, on the silver parts, the brake disc attaches...


... whereas on the other side one can see the mount for the (rubber tired) load wheels.


Again, the entire drive is amazingly compact! And the motor is only the smallest part of it. from left to right: drive wheel axle attachment, gearbox (the big black box on the left houses the planetary gears, motor axis and drive axle are perfectly in line, making the entire setup even smaller!), then permanent magnet motor (the flat thing slightly to the right) and finally the mount for the disc brake.


The Passageway seen from the outside. Here under the covers sit two of the four drive units of the train. The front and the rear axle (under the 'noes') are also powered in the same fashion.


The driver's console open: this will only be used in yard operation or in an emergency situation. In normal operation, the lid will remain closed and the train be operated fully automatic without staff onboard.


Driver's view. Pretty rudimental console: a monitor for cctv, a headset for communication with operation control, a basic control panel with speedometer and buttons for doors open/close left/right, emergency power cut and a throttle drive/brake lever. That's it.


That's the way it will look during daily operation. Pretty boring. And: why is the windshield so far away...? What's under the covers??

The answer is: not really much! lot of air... But here comes the killer: the next generation train will have seats there. A full set of four seats in a row just like next to the inter-car-passageway, but facing forward. Now, that's gonna make me scream 'shotgun'!


A quick glance 'under the skirt':
Her you see, from top to bottom:
- Guidewheel (rubber tired) for lateral guidance along the concrete beam (left), together with emergency 'fall back' wheel for cases of a flat tire
- pick up shoe (2x) for the 750V DC current, one for pick-up, one for return 'neutral' current. Remember, the 'rail' of the innovia is made of concrete, so you cannot return current through the track as is done by metros. So, instead of one 'third rail', you have to have two 'second rails'
- support wheel, again with emergency backup. This one does not guide the train, but acts against axial torque on the guidway. Simply speaking: it makes the train stay upright on its beam.
One dirve Axle with two drive wheels, four guide wheel and two support wheels are mounted together on one bogie (-frame). Each car body rests on two bogies via air springs. The air springs can be seen (well not really, as the picture is to dark, but they're there ) to the right behind the guide wheel. More to the front, still on the right, there is an an hydraulic shock absorber, also part of the suspension system.


Difficult to photograph, but worth a try: this is a shot in between the top of the running surface and the underside of the train. Very narrow gap! The big black thing on top is a kind of a bumper. It sits directly behind the nose of the train and is attached to the carbody frame with hydraulic dampers. These will absorb energy in case of a crash.
the little thing with the yellow cables seem to be a horn...? Has anyone ever heard an Innovia honking???
And, most interestingly, on the far side, you can see the front load wheels which run on the top surface of the guideway beam and carry the weight of the train. Always two wheels on one axle. Again, these are also powered.


And last but not least: a big thanks to Peter Timan of Bombardier, chief engineer and 'daddy' of the Innovia monorail project, who told me nearly everything I wrote in this article - and much much more. It's always nice to see that great projects are always powered by people, who are compassionate about their work and really have fun putting their ideas into reality. It really showed on Peter's face when talking about his Team and the 'product'!
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Old October 1st, 2014, 09:35 PM   #405
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Essentially identical to Sao Paulo's, although in a much smaller config (Riyadh will use small 2-car train sets, Sao Paulo uses 7-car sets)
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Old October 2nd, 2014, 01:36 AM   #406
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I've also had a lengthy discussion with Peter Timon. He also explained me that the cone can be raised to couple units for when one has broken down. The positive and neutral rails are never on the same side of the beam to prevent them from being abusively shortened. Bombardier has set a goal for tires to be changed every 100.000km.

Most of the discussion was about the advantages and possibilities of a monorail. But an existing problem is that they can't handle negative temperatures.
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Old October 2nd, 2014, 01:38 AM   #407
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Quote:
Originally Posted by DingeZ View Post

Most of the discussion was about the advantages and possibilities of a monorail. But an existing problem is that they can't handle negative temperatures.
Ice buildup?
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Old October 2nd, 2014, 02:06 AM   #408
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Baloney!

Witness the Seattle Center Monorail.



Without much effort, you should also be able to find photos of the Moscow Monorail and monorails in the Tokyo area operating in snow. For example, see the following links.

http://en.airportnews.jp/headline/628/

http://www.monorails.org/tMspages/CnstMosc3.html

I was once on an Amtrak train that was stuck in Boston's South Station for about two hours due to a frozen switch, and I've seen the above-ground segments of the Washington Metro shutdown by a heavy snowfall, which goes to show that conventional rail systems are subject to being shutdown by snow and ice.

Last edited by greg_christine; October 2nd, 2014 at 02:19 AM.
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Old October 2nd, 2014, 04:35 AM   #409
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Quote:
Originally Posted by DingeZ View Post
I've also had a lengthy discussion with Peter Timon. He also explained me that the cone can be raised to couple units for when one has broken down.
yes, we have seen that inn Sao Paulo several times









A 14-car monorail!!!!

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Old October 2nd, 2014, 05:12 PM   #410
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With this particular monorail system freezing is a serious problem with automatic operation. When there is ice on the beams the system can't control the position accurate enough.

mpoc: Thanks for your illustration!
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Old October 3rd, 2014, 02:05 AM   #411
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Systems with steel wheels and systems with rubber tires both face issues with traction in freezing weather, and yet both types of systems are able to cope.

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Old October 3rd, 2014, 05:21 PM   #412
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You didn't read what I stated, did you? It's perfectly possible to ride monorails in icy conditions, but not with automatic train operation.
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Old October 3rd, 2014, 06:54 PM   #413
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They can just apply a rugged, rubberized or "sandpaperlike" surface to the beams, in extreme cases. And steel wheels and rails are also very slippery.
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Old October 3rd, 2014, 07:17 PM   #414
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Chongqing





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Old October 4th, 2014, 02:46 AM   #415
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Quote:
Originally Posted by DingeZ View Post
You didn't read what I stated, did you? It's perfectly possible to ride monorails in icy conditions, but not with automatic train operation.
The implication of your statement was that the problem of traction in freezing conditions is unique to monorails. The reality is that the same issue exists for both monorail and conventional rail. An exception are systems propelled by Linear Induction Motors, which can have steel wheels (Bombardier ART) or rubber tires (Moscow Monorail). Another exception is systems in which the guideway is heated, such as the Lausanne Metro Line M2 and the West Virginia University PRT, both of which are fully-automated and ride on rubber tires.
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Old October 4th, 2014, 12:51 PM   #416
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That is certainly true. Just Bombardier's system doesn't have such features and thus is not suitable for freezing conditions.
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Old October 4th, 2014, 05:23 PM   #417
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Quote:
Originally Posted by DingeZ View Post
That is certainly true. Just Bombardier's system doesn't have such features and thus is not suitable for freezing conditions.
The same issue exists with the Copenhagen Metro and the Canada Line in Vancouver. Both are conventional steel-wheeled system that normally operate as fully automated. During inclement weather, staff are on standby to take manual control of the trains.

Many metro systems normally operate in automated mode for most of the station-to-station cycle. For instance, the Washington Metro relies on the drivers only to close the doors. The train then operates in fully-automated mode until the doors are opened at the next station. Again, the drivers are on standby to take manual control in case of traction problems. I've been told that wet leaves can be a bigger problem than snow.
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Old October 6th, 2014, 11:01 PM   #418
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That totally depends on your systems and preventions. If snow is very likely during winter the trains will always be made to withstand. If there are lots of trees near the tracks it is likely some precautions, like sandite, have been made to tackle those particular problems. Often the biggest problems are those that are unlikely to occur.
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Old October 7th, 2014, 02:42 AM   #419
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The monorail in Daegu, South Korea is presently undergoing testing and is expected to open in early 2015. The monorail will normally operate as fully automated. Daegu does get significant snowfall. I expect that staff will monitor the operation of the trains during adverse weather and will take manual control as necessary, similar to the Copenhagen Metro, the Vancouver Canada Line, and other automated systems that operate in areas that get significant snowfall.

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Old November 5th, 2014, 04:07 AM   #420
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São paulo


Panorama 1 por sergiomazzi, no Flickr
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