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Old December 30th, 2016, 02:30 PM   #521
tjrgx
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World’s Longest Straddle-type Monorail Line Begins Operation in southwest China



The world's longest straddle-type monorail line began operation in southwest China's Chongqing Municipality on Wednesday afternoon, according to local authorities.

With its newly completed northern extension, Chongqing Rail Transit Line 3 now stretches 67 kilometers from end to end, making it the longest straddle-type monorail line in the world, according to authorities.

Many technical difficulties were overcome in the development of the monorail system, which creates less noise and was also less costly to build, authorities said. Currently, more than 90 percent of the components of the monorail trains are domestically made, they added.

"Chongqing Municipality is now at a world-leading level regarding the construction and design of straddle-type monorail systems, and the manufacturing of mechanical and electrical equipment. As for the manufacturing of prestressed concrete track beams, carriages, and trucks, and also the parallel railway switches, we are also at a world-leading level," said Wu Bo, the deputy head of the Chongqing Municipal Commission of Rural-Urban Development.

Chongqing's monorail industrial train industry is now worth billions of yuan, authorities said. The technologies are not only used by domestic cities but have also attracted attention from foreign countries, they added. Many countries, such as Brazil, India, and Indonesia, are also currently actively promoting this kind of technology.
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Old December 31st, 2016, 12:40 AM   #522
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And yet, no one of the new U/C or planned Chongqing metro lines will be a straddle-type monorail.
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Old December 31st, 2016, 11:27 PM   #523
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Quote:
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And yet, no one of the new U/C or planned Chongqing metro lines will be a straddle-type monorail.

The current monorail systems in Chongqing were partial or mostly funded and supplied by the Japanese. Future monorail systems in China will have significantly more "Chinese" contents ( from CRRC, BYD and one in Chongqing ).

Monorail systems do consume more power and that's a big concern in China. We might see one or two energy efficient monorail systems within the next two years ( live tests).


Zhong Yuanmu, chef designer of Sifang, said that the train is the first to be driven by permanent magnet synchronous motors, which is superior in energy conservation. It is estimated that the train requires 10 percent less power than the one using asynchronous motors. - 2016-05-23 http://www.chinadaily.com.cn/m/qingd...t_25457096.htm
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Old March 9th, 2017, 02:11 PM   #524
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Monorail in Chongqing, China













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Old March 11th, 2017, 10:45 PM   #525
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Alternative Solution: Low Clearance Rapid Transit

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Haters, Haters Everywhere.....

What do you suggest to solve traffic in big cities? building underground subways at a billion+ per line?
I am working on another solution that has also the positive effects of grade-separation, but less costs than underground subways and less impact on urban environment then elevated monorails: The concept of Low-Clearance Rapid Transit is based on light rail vehicles, optimized for low clearance height, facilitating a track alignment mainly at grade (but laterally separated from car traffic lanes) with short and shallow underpasses at road intersections. According to a first feasibility study, it should save about 2/3 to 3/4 of the construction costs of conventional metro systems.
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Old March 11th, 2017, 11:35 PM   #526
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In other words, standard LRT built to a specific set of specifications.
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Old March 12th, 2017, 11:53 AM   #527
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In other words, standard LRT built to a specific set of specifications.
Maybe very specific (e.g. low floor vehicle with pantographs and other technical devices at either vehicle end segments instead of rooftop equipment), but this would be indeed enough to achieve the goals of short travel times, reliable operation and high capacity thanks to independence from car traffic.
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Old March 13th, 2017, 12:59 AM   #528
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I assume you're looking for something like this:

http://www.ejrcf.or.jp.c.zm.hp.trans...6/t58_neh.html

Or this:



Or perhaps this:


http://ss7.inet-osaka.or.jp/~teraoka...8/ml98edit.htm

Alternatively, look up "automated guideway transit" or "linear induction motor" or perhaps even "skytrain".

More importantly, the capital cost of a transit system doesn't matter (within reason, of course); it's only the operating costs that matter. The lack of this fundamental understanding is just so mindboggling. It is just so, so easy to run an URBAN system with a farebox recovery of better than 100%.
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Old March 13th, 2017, 06:33 AM   #529
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Quote:
Originally Posted by Heavenly Field View Post

More importantly, the capital cost of a transit system doesn't matter (within reason, of course); it's only the operating costs that matter. The lack of this fundamental understanding is just so mindboggling. It is just so, so easy to run an URBAN system with a farebox recovery of better than 100%.
It's not the lack of understanding, it's that no one cares about lifecycle operating costs. When projects get announced everyone looks really hard about the project budget and initial capital cost. Once the project is done and operating the politician or whoever is long gone and its not their problem anymore.
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Old March 13th, 2017, 06:37 AM   #530
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Quote:
Originally Posted by Harald Buschbacher View Post
I am working on another solution that has also the positive effects of grade-separation, but less costs than underground subways and less impact on urban environment then elevated monorails: The concept of Low-Clearance Rapid Transit is based on light rail vehicles, optimized for low clearance height, facilitating a track alignment mainly at grade (but laterally separated from car traffic lanes) with short and shallow underpasses at road intersections. According to a first feasibility study, it should save about 2/3 to 3/4 of the construction costs of conventional metro systems.
How are trenched underpasses "less impact on urban environment". I could say it makes it worse as it significantly widens the road and intersections.
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Old March 13th, 2017, 07:22 PM   #531
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How are trenched underpasses "less impact on urban environment". I could say it makes it worse as it significantly widens the road and intersections.
To some extent this might be a matter of personal preferences, but I would say, an optimised underpass with low level differences over a short road length is less harmful, than an elevated guideway along the whole road. In many cases it will not be necessary (often even impossible) to widen the road, because LCRT as all high-quality public transport has anyway much more capacity per line width than individual car traffic.

More detailed sketches of the underpasses and considerations about their suitability for urban environments can be found in the generalized LCRT feasibility study - as a new user I can't post the link here, but you will find it easily when searching for "low clearance rapid transit".
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Old March 13th, 2017, 07:39 PM   #532
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Thank you for the information about efforts already done for reduced vehicle height! Anyway, they rather seem to be optimized for continuous underground lines with circular tunnel cross-section, where energy supply is rather realised via third-rail than via catenary and where the vehicle's width together with a safety margin is more decisive, than it's height. Linear propulsion would be indeed an option for low height, but I think, widespread technologies of low-floor trams could achieve this goal as well.

The statement about the relationship between investment and operation costs sounds very interesting, maybe this is strongly dependent on local economic framing conditions? In Vienna, the turnover of the local transport operator (operating 78 km subway, 222 km tram and 847 km bus lines) was about 500 mio. € in 2015, whereas one single km of a subway line costs about 80 million €. Furthermore, I suggest, that technically rather complex solutions are more costly in construction as well as in maintenance, so simplification might help to cut both.
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Old March 15th, 2017, 07:56 AM   #533
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Your proposal is interesting but that might require rubber wheels with more friction.

Cut and cover is still the best way to construct subway tunnel. I wonder why NIMBY oppose cut and cover construction of new subway line which will be beneficial to the same community for many years in future...
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Old March 15th, 2017, 06:46 PM   #534
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Cut-and-cover can take 4-5 years, during which time the neighborhood is effectively a war zone, and businesses can be completely destroyed by the chaos. Customers don't want to have to deal with the construction.
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Old March 15th, 2017, 10:11 PM   #535
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Why do you call it a war zone, not like there is a big chance of being killed there is it.
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Old March 16th, 2017, 01:56 AM   #536
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Why do you call it a war zone, not like there is a big chance of being killed there is it.
That's a common comparison in English due to the noise, dislocation, confusion, dust, swearing, and chaos.

Besides, back in the early 20th Century, there were several incidents of the decking above work-site collapsing, sometimes with fatal results. That's generally better in modern times, thankfully.
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Old March 16th, 2017, 04:43 PM   #537
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Usually, bigger stations can be built using the cut and cover method.
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Old March 16th, 2017, 09:25 PM   #538
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Larger stations can be built for generally lower cost. It is still possible to build large stations by mining.
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Old July 21st, 2017, 06:00 PM   #539
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China's high speed mounted monorail train rolls off assembly line

China's railcar maker rolls out new mounted monorail train in Qingdao. The train, which runs along an overhead monorail, has a maximum operating speed of 70 km/h, the fastest of its kind in China.

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Old July 22nd, 2017, 01:31 AM   #540
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Will the suspended monorail be put into operation in any Chinese cities?
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