BUKAKA

TRANS-SYSTEM

DESIGN CRITERIA OF CIVIL CONSTRUCTION OF

JAKARTA MONORAIL GUIDEWAY

1 GENERAL

The design criteria of geometric alignment of monorail’s track are based on the
passenger vehicle Bukaka Monorail. The vehicle is designed and manufactured by PT
Bukaka Teknik Utama, located in Jakarta, Indonesia.

The track alignment is designed to service 2 (two) monorails which can travel together
side by side and consists of 2 (two) guideway beams. The guideway beam will be
located on the columns which have certain height according to the field conditions.

2 BASIC SPECIFICATION OF VEHICLE

2.1 Car Formation

There are 4 (four) cars in series consisting Mc1-M2-M3-Mc2

(Figure 2-1), and every car has 2 (two) bogies.

Mc1 M2 M3 Mc2

M Bogie

T Bogie

Figure 2-1 Car Formation

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2.2 Train Dimension

2.2.1 Car Length

Mc1, Mc2 : 17022 mm

M2, M3 : 14522 mm

2.2.2 Formation Length

Formation Length of the train (incl. between coupler) : 65188 mm

2.2.3 Car Width

Car Width : 3000 mm

2.2.4 Car Height

Car Height : - 4076 mm (Measured from track beam surface to the top
of the train)
- 5576 mm (Measured from the bottom of skirt to the top of
the train)

2.2.5 Distance between two Cars

Distance : 700 mm

2.2.6 Distance between the Center of two Bogies

Distance : 9500 mm

2.2.7 Type of Bogie

Bogie consist of 2 (two) types (Figure 2-1), they are trailer bogie (T bogie) and
motored bogie (M bogie).

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2.2.8 Dimension of the Bogie

Axle distance : 1500 mm

Maximum axle load at running wheel : 10 Tons

2.3 Maximum Operation Speed

Max. Operation Speed : 80 km/h (Straight Track)

25 km/h (Curved Track)

2.4 Acceleration and Deceleration of the Vehicle

Acceleration : 3 km/h/s (0.833 m/s2)

Deceleration : 4.5 km/h/s (1.25 m/s2)

2.5 Running Minimum Curve

Horizontal Curve : 70 m
Vertical Curve : 1000 m

2.6 Maximum Gradient

Maximum Gradient : 5 %

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3 LOADING DATA OF TRAIN

3.1 Design Condition

1) Column loading is the combination of train loading and track beam loading
2) The following location of train loading impacts should be considered into the
design of column loading

a)

Crosshead and Column

For instance: Full loaded trains (40 tons) will approach toward the column from
different directions simultaneously under the braking operation
(4.5 km/h/s) applied

b)

Both of trains with full loaded (40 tons) is located at just in middle of both
column

Figure 3-1 Position of Column and Train (Upper View)

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3.2 Definition

It is confirmed hereunder the terms used herein are assigned to define as below:

L L

H H

Side View Front View

H : Horizontal load H H
L : Longitudinal Load
V : Vertical Load

Double Tracks

Figure 3-2 Load Definition

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3.3 Axle Load & Arrangement

3.3.1 Overview

The axle load & arrangement and center of gravity are defined below:
(Infinite coupling arrangements of trains should be considered into the design of
guide way)

Axle Load & Axle Arrangement

P P P P P P P P

Z X Z Y Z X Z

W = 1300 mm
Center of X = 4222 mm
Gravity Y = 8000 mm
Z = 1500 mm

P = 10.0 ton (Full load)

W
7.9 ton (Tare load)

Running
Surface

Center of Gravity

Figure 3-3 Axle Load and Center of Gravity

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3.3.2 Vertical Load

From Figure 2-1, the impact coefficients applied to the guide way structural
design can be calculated by using the equation below with the span of supports:

20
(i ) =
50 + L

L = Span (m)

3.3.3 Horizontal Load

a) Lateral Load of Vehicle

Lateral load caused by the snake motion of vehicle shall be a single-axle
centralized and moving load acting perpendicularly and horizontally to the
track axis at the height of the running surface. The impact of such load shall
be 25% of the single axle load designed for the vehicle.

(H) = P2 (10 ton) x 25% = 2.5 ton

b) Wind Load
It is calculated according the condition in Indonesia

c) Centrifugal load
Centrifugal load at curved section shall be calculated by using the equation
given below and act at the height of the center of gravity of the vehicle and
at the positioning of respective axle in horizontally and perpendicularly to
the track axis without causing impact load.

F = 0.17P with P = Axle load (Figure 3-3)

d) Change in Temperature
It is calculated according the condition in Indonesia

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3.3.4 Longitudinal Load

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. Such load shall be calculated at 15% of each axle position

( KxW ) xV
P= with K = 120 ton/m
2 x11.3
W = 126.4 ton
V = 3 km/h
P = 32.7 ton, H = 330 mm

Impact load on end buffer

Running Track Beam

Figure 3-4 Impact Load on End Buffer

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4 DESIGN FORMULA FOR TRAIN RUNNING SPEED, CANT, LENGTH OF

TRANSITION CURVE

4.1 Cant Profile (Superelevation)

V2
C=
1.27 R

C = Cant (%)
R = Curve Radius (m)
V = Train Running Speed (km/h)

Train formula is used to decide the CANT to balance with centrifugal force worked in
train running at circular curve. The incline of across the guideway beam is called Cant
or Superelevation.

The above is the ideal formula. In consideration of actual train service speed, it is
allowed to apply the cant deficiency up to 5 % and cant excess up to 3 % of which
figures are still within the tolerance of passenger riding comfort.
For instance, centrifugal acceleration is 0.05 g at cant deficiency of 5 %.

The applied Cant (Superelevation) for the design of the Jakarta monorail guideway is
defined as 5 %.

4.2 Train Running Speed Profile

Train running speed is calculated as per the following formula:

(C + 5) x1.27 xR  V  (C − 3) x1.27 xR

4.3 Transition Curve Profile

To calculate the transition curve, the following formula can be used:

V3
L=
14 R

L = Length of transition curve (m)

R = Curve radius (m)
V = Train running speed (km/h)

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This is used to control the rate of change of centrifugal force under 0.03g/sec when
train enter into curve section from straight section or vice verse in order not to sacrifice
the passenger riding comfort.

The following formula shall be used only when the route site physically constrains to
maintain the desired length of transition curve defined by above formula.

V3
L=
17 R

In this case, rate of change of centrifugal force is 0.0364g/sec.

4.4 Vertical Curve Radius Profile

The vertical curve radius is calculated by:

R=0.26V2

R = Vertical curve radius (m)

V = Train running sped (km/h)

The minimum vertical curve radius is always kept at 1000 m.

The length of vertical curve is more than 15 m.

4.5 Rate of Change of Cant (Superelevation)

The diminishing of cant needs to be ended within the length of transition curve, of
which is illustrated below:

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Straight Transition Curve Transition Straight

Curve Curve

Cant value C
0 0

Cant volume is to be diminishing

proportionally to position within the length

Figure 4-1 Rate of change of cant

The change of the cant from flat at the straight part of the guideway to the maximum
cant at the curve will be given at the transition curve:
- At the starting point of the transition curve, the surface of the guideway
is flat
- At the starting point of the curve with the certain radius R, the surface of
the guideway beam will be inclined according to the value of the Cant
- The change of the cant (superelevation) from the flat condition to the full
cant will be done proportionally
- The rate of change of the cant along the transition curve will follow the
definition that the maximum change should be 0.0364 g/sec

4.6 Procedure of Designing the Line Alignment / Profile

1. First of all, we endeavor to set up each curve radius/cant/length of transition

curve so as to achieve maximum train running speed.
2. If the route conditions at site has physical constraint to prevent the foregoing
alignment:
- Train running speed is calculated first by way of applying foregoing 4.1
CANT of 4.2 TRANSITION CURVE LENGTH according to the site
constraint that we ace in procedure of 1st step.
- Next the other formula 4.1 or 4.2 used to decide the CANT or
TRANSITION CURVE LENGTH as a result of above 1.

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4.7 Station Position Relevant to Curve

The start/end point of transition curve is required to separate from 12 m apart from the
edge of platform in consideration of train dynamic movement.

4.8 Curve Radius at Depot

The curve radius can be around 65-70 m. But it would be better for the train more than
70 m.

4.9 Additional Requirement

Considering above mentioned specifications, there are 4 (four) considerations

which must be applied:
a. The center to center distance between two straight tracks must be at least
3700 mm.
b. The gradient of the track is not exceeded from 5 %.
c. At the curved track, the center to center distance between two guideway
beams should be increased. The increment can be calculated using
following formula:
Increment of the distance = 52000/R (mm)

Which : R = radius of the curve in meter.

d. The construction gauge shall be expanded with the formulas mention

bellow:
- Inside line of construction gauge = 14200/R (mm)
- Outside line of construction gauge = 31800/R (mm)
Which : R = curve radius in meter

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Rolling Stock and Construction Gauge

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Section of Track Beam

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