COIT20275 Systems Science And Engineering Essay

Achieving a successful light rail implementation requires preliminary engineering and critical planning of the same. It needs a lot of effort dedication, skills and resources. And as they mature the light rail networks expand and further pushes out of their original point. 

The light rail network project will be developed within the city of Sydney. Due to the rising population and business enterprise within Sydney, there is need to develop a transport alternative with effect to these facts. The project requirements will be outlined and summarized and reviewed by several other parties including the local authorities, contractors and employer. Regular updates will be made available to all the stake holders in accordance with the jurisdiction of project interest. Light rail conceptual design is majorly attributed to planning and urban design, station are designs, project cost and project schedule. (Lesley, 2011)

The major objectives of this phase during project development include; creation of high capacity alternatives for the estates at which the train will pass, accessibility of the train terminals by all channels of transport including driving, walking or cycling, involvement of the general public on design matters, station design areas should mirror the aspirations and past history of the neighboring population, reduction of interruptions to the adjacent population through critical evaluation and planning, construction of beautiful station locations, adjusting wherever possible the right of way, restructuring adjacent structures if necessary appropriately, and promotion of sustainability objectives of the society. (Currie & Burke, 2013).

Figure 1: Urban Planning and  Design

(Source: Pinterest, 2015)

This section gives an overview of designing station locations concepts via preliminary engineering. Corridor terminals have been combined into different segments to mirror their resemblance with the environment and its uniqueness within the condition of the whole corridor. Important segments such as quadrant of innovation, employment opportunities, recreation facilities, challenges and vision of every terminal are very important during the design process. (Pratelli & Brebbia, 2011).

Figure 2: Station Area Design

(Source: Atkins Global, 2017)

The anticipated cost of the project is estimated to be $1.5 billion. The government will fund 60% of the project and the remaining 40% will be funded by regional partners.

Table 1: Budget Summary

The project is expected to take 2 years and 6 months. It will start in May 2017 and completed in November 2019. It is anticipated that the final report on environmental impact to be published by July 2017. The full funding of the project will be executed in June 2017. System development is expected to start as from August 2017 and the light rail system is expected to start operation in October 2019. 

This section will discuss the design criteria and plan of operation

The design work depends on the revised Sydney baseline documentation, technical requirements, directive and standard drawings. If there will be deviations in from the set criteria, then it will be captured in the Advanced conceptual engineering report (ACE). (Brebbia Tomii, Tzieropoulos, Mera & Ning, 2016). 

This part outlines the plan of operations of the Sydney light rail network.

Span of Service- the light rail network is to provide services for 24 hours a day.

Vehicle Performance- the rail vehicle is expected to operate on an average acceleration speed of 2.5miles an hour and decelerating at an average speed of 1.0 mphps between 30mph to 55mph braking capabilities is assumed to be a constant of 2.5 mphps from 55 mph to 0. Normal service braking is assumed to be a constant 2.5 mphps from 55 mph to 0 mph. LRT vehicles operation speeds are expected to vary due to terrain and curves and station spacing.

Proposed Plan of operation- The light rail network (LRN) s to start at Olympic park, then to Carlingford, to Cumberland, Banks town, Inner west & South, Airport, Western, Northern, and finally North shore.  (Brinckerhoff, 2010). 

Operating Requirements- each train is expected to have four vehicles and calculations of fleet adds standby trains for support operations. Yearly maintenance cost will be calculated depending on the LRN revenue.

This section will discuss the actual design and construction of the light rail components and structures including track design, track works, drainage systems among others.

Alignment of track starts Olympic park to the existing Carlingford terminal. Then the track would run until Cumberland on a raised rail then turn to Banks town and continue to Inner west & South. The track alignment would proceed Airport then to Western, Northern, and finally North shore. (Ning, 2010). 

Horizontal Alignment- this alignment will be made up of two models, that is, curves and tangents. Spiral transitions will connect tangents to curves. Operational design speed will control both horizontal curves and spiral transitions.

Vertical Alignment- this is the elevation of the lowest part of the rail. Connected by vertical curves which are parabolic. The minimum requirement for tunnels is 10 feet above the highest point in a private property.  (Parsons, Quade & Douglas, 2012).

Figure 3: Track Design

(Source:  Bridgette Meinhold, 2014)

This is part of the yard for maintenance which is constructed during the construction of rail line. The storage tracks would provide an avenue for cleaning the train vehicles, tuning of wheels, part replacement and hoist area. (Lesley, 2011).

Figure 4: Storage Track Design

(Source: Julie Oliver, 2016)

Direct Fixation Track

The primary construction of light rail is direct fixation. This is utilized in underground sections and aerial alignments and would include direct fixation of assembly of rail fastening and fastener pads.  The rails fasteners pads would be attached to the second pour segment with concrete reinforcement of roughly 27 inches wide and 20 feet long. A 6-inch gap will be offered by laying out drainage plinth pads. Additional drainage would be provided by the holes underneath plinth pads. Steel stirrups embedded in the concrete structure are the used to connect plinth pads with the existing concrete invert or structure. (Mandri-Perrott & Menzies, 2010).

Figure 5: Direct Fixation Track

(Source: Sopac Rail, 2015)

Ballasted Track

Maintenance yard would be constructed using ballasted track. It comprises of monoblock prestressed concrete which is tied to assembly of rail fastening to strengthen the rail structure.

Track Gauge- measurements of the standard track gauge would be 8-1/2 and 4 feet between the side of the gauge and below rail tops. Widening of the gauge ion some curves would depend on the curvature degree. (Ning, 2010). 

Running Rail

Light rail network running-rail would be made up of 115RE which meets the Metro standards. A minimum of 310 HB brinell would be utilized on curve with 5 feet radii and tangent tracks to strengthen the LRN. A minimum of 370HB brinell hardness would be utilized in the following situations; curve tracks with more than 500 radii, curve tracks which is made up of more than 3% vertical grades, in passenger stations, units of track works with special considerations, and in location where the rate of wear and tear is expected to be high. (Tang & Lo, 2008).

Restraining Rails- would be implemented in locations where horizontal curvature radius is less than 500 feet. Also it would be constructed on the sides of the gauge of the running rail for at least 35 feet at every curve end.

Rail Lubricators- tis would be placed in several locations to reduce extreme wear and tear of the wheels and unnecessary sounds produced due to friction. It would be installed either on the wayside or onboard. On-board lubricators would offer tidy all weather, compact and unobtrusive lubrication system for train transit with relatively short distances. (Gunduz, Ugur, & Ozturk, 2011).

Ballasts- ballasts would be put on top of the gauge to provide additional support to the rail system. Ballasts chosen, broken down and graded to be hard or not.

Drainage system would be implemented along the storm waters, alignments and other surface water runoff and is directed to the storm drains of the municipal. This is because the project area is urbanized and is largely made up of buildings, asphalt among other permanent structures. Measures of flood control would be used to control most of the local drainage networks. Based on this several networks of storm drainage have been identified. (Graham, Crotte & Anderson, 2009).

Figure 6: Light Rail Drainage System

(Source: Hulcher, 2016)

Most of the system constructions would be done on public row and thus needs careful and critical planning to control the impacts of the construction activities on public activities and movements. By using appropriate techniques of constructions, coming up with traffic control mechanisms and engaging the public, the project would reduce traffic effects. (Guihaire & Hao, 2008).

Testing is one of the critical phase in constructing and implementing a rail system before it is considered fit and safe for commercial use. It is important that the systems requirements developed during the design phase are met. Testing process make sure that testing and other third party systems integrate with the rail system. Also this process assures the employer or the operator that the system is ready for use.  For testing to be a successful activity, it needs coordination of different parties including the employer, contractor, manufacturer, operator and third party participants preferably a selection from the general public. (Sayed & Ali, 2015).

This section outlines the processes that the train undergoes to get tested, evaluated, validated and optimization. It is categorized into four major stages: factory acceptance testing, site installation testing, site acceptance testing and performance testing

This stage supplied components are tested to eke sure that they meet the set requirements. This particular testing is normally done at the manufacturer and confirmed by the contractor that the equipment are actually the ones that were specified. Every individual equipment should undergo this test. Two types of test can be carried out either routine or type test. Routine tests are performed for every part of an equipment and include tests like dimension checks, calibration, visual inspection, electrical conductivity, insulation checks, hydraulic tests and other test to make sure it complies with the requirements. Type tests are done on a section of the complete component of every type depending on the accepted standards and entails the following tests: reliability tests, mechanical strength, electrical features, electromagnetic compatibility among other tests of such type. When carrying out type test, there should be presence of a contractor or employer. (Lin, Lan & Chang, 2012).

This testing is carried out to ensure that all the component, equipment and systems have been correctly installed as required and are good and safe for operation. It consists of majorly standalone tests, visual inspection and some other operational tests needed. This test can be conducted as the rail undergoes stages of construction or after installation site by site. Establishment of these sites or sections can be determined based on the constraints of the infrastructure for example layout of the track, crossover location, substation location, line constraints for instance overhead contact system and other system restrictions. (Yang, 2015).

Generally, this testing is performed to inspect if the equipment is correct, that there is no damage, appropriate integration and installation, correct quantities used and any other after damage replacement. Testing of on-board components can be done on the train and thus, it can be finalized at the manufacturer’s premises but can also be confirmed by contractor and employer.

After all the components and equipment have been installed this test is conducted to ascertain the validity of the installation process. This test is to confirm that the different components and systems are functioning and operating according to the performance and requirement specifications. This test can be divided into two parts; internal and external. This division is determined by the employer and often dependent on the scope of contract. It can also be dependent on other factors such as physical constraints, types of contracts, interface complexity among others. (Ye, Shen & Bergqvist, 2014).

This testing is carried out to ascertain that the system is operating satisfactorily under normal circumstances. During this particular test, all the functional components are subjected to thorough tests and making sure that the operator is involved in every single test. This stage involves all the stakeholder including the employer, contractor, manufacturer, local authorities, and the general public-the main users of the rail transit. This test can be split into two, these are, line and equipment tests. Equipment tests covers every equipment supplied during system development are this test is critical for acceptance of the system. It includes test such as full load tests, functional tests, endurance tests, and degraded mode tests. (Brinckerhoff, 2010). 

These are factors that affect light train operations that are due to human activities. They include:

Failure of data transmission network- in such an event communication between the control centers and he trains is brought to a halt. However, train signaling system will operate normally to ensure that trains don’t collide. (Currie & Burke, 2013).

Breakage of overhead line- in case of an event like this, there are high chances that rail services will be suspended for long hours due to lack of power. Trains depend on overhead lines to power their engines thus; line breakage mean otherwise. (Pratelli & Brebbia, 2011). 

Implementation of light rail network can produce advantages in terms of operational efficiency and customer service. In terms of operational efficiency, it will help reduce traffic in the city and also saves time for those travelling by train as no jams are attributed to rail transit. Also it will open up the city for more business investments and opportunities attributed to swift transport that will be offered by the light rail network. In addition, more people will get employed thus reducing the rate of unemployment within Sydney. Catching a train is much more efficient than catching a bus. Rail transit is by far more comfortable and efficient. Furthermore, it offers better customer service in terms of ticketing, time management and presence of train attendants makes riding smooth.

However, light rail network is attributed to some disadvantages including excessive consumption of national power grid, also location of train terminals is not convenient for a number of users so they prefer to catch a bus over a train. Installation of power lines can affect daily operation because of the stray charges attributed to it which may be harmful to the public.

To promote network plan of a good quality, optimizing the system coherently is useful. The assessment of for features including capacity, node, formation and route contribute to comprehensive analysis of each concept.

Because Sydney light rail network has the ability to modernize and expand, the current infrastructure should be able to support these requirements incase such a need arises. Also in case in the coming years a new rail technology developed then the existing infrastructure should be able to accommodate it.

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