Principle design of a fast train for
regional traffic
FSD2307– Rail Vehicle Technology
January 4, 2021
Group : Studentagain
Sai Kausik Abburu
Elham Khoramzad
Postal address
Royal Institute of Technology
KTH Vehicle Dynamics
SE-100 44 Stockholm
Sweden
Visiting address
Teknikringen 8
Stockholm
Telephone
+46 8 790 6000
Telefax
+46 8 790 9304
Internet
www.ave.kth.se
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Contents
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 Project Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1 Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Traffic Situation and Demands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 Proposed train concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4 Technical Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 Traction Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2 Braking and Energy Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5 Timetable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 Vehicle Design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1 Cross-section design and Gauging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2 Interior Design and Seat mapping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7 Costs and Revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
2
2
3
3
4
5
5
9
12
15
15
18
21
Appendices
A Timetable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B Gauging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C Braking calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
23
24
25
ii
FSD2307 – Principle design of a fast train for regional traffic
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January 4, 2021
Introduction
The project task of the course FSD2307 (Rail Vehicle Technology) aims at designing a fast train regional traffic along a specific given railway line. This includes
determining the running times of the train for different sections of the railway line,
creating a timetable for the trains, introducing necessary meeting stations, defining
the technical systems such as traction and braking, designing of the overall vehicle
including its cross section, gauging, the number of car-bodies, its interior design and
seat mapping based on the traffic demands and, performing an economic calculation
on the costs and profits of running the railway line.
A 200 km railway line with 3 main sections and a total of 8 main stations is provided
as part of the project task. The stations are named from A to I respectively and they
are placed at different intervals as displayed in Figure 1. An uphill gradient of 5‰
begins 1 km outside the station E and ends 2 km before the station F. A downhill
gradient of 7.5‰ begins 0.5 km outside station F and ends 1.5 km before station G.
Figure 1: Illustration of the railway provided for the project task with different stations, gradients and the intervals
Throughout the project task, many reasonable assumptions are made based on real
rail traffic as the project tasks encourages to understand the different challenges
presented during the design of rail vehicle and scheduling of passenger and freight
traffic as well. All the assumptions are motivated with brief explanations for the
reader to comprehend the choices made.
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FSD2307 – Principle design of a fast train for regional traffic
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Project Limitations
2.1
Speed Limits
January 4, 2021
The railway line is divided into 3 sections namely section A-E, section E-G, and section G-I. The maximum permissible in each section is limited by the track properties
such as curve radius and the track cant which are indicated in Table 1.
Table 1: Track properties
Section
A-E
E-G
G-I
Curve Radius
(m)
600
3000-4000
1000
Track Cant
(mm)
140
60-80
135-140
The project description states track cant on section A-E and G-I can be slightly
adjusted, thus the track cant on section A-E and G-I are chosen to be 150 mm to
satisfy the requirements of the timetable. The signalling systems also may limit the
permissible speed and thus the maximum permissible speed as determined by the
signalling systems are indicated in Table 2
Table 2: Permissible speed determined by signalling systems
Section
A-E
E-G
G-I
Permissible Speed
(km/h)
160
200
200
Upgradable Speed
(km/h)
N/A
280
N/A
The maximum permissible speed in each section with pertaining to the track properties can be determined using Equation 1
s
v=
ay + g.
ht
2bo
.R
(1)
To maintain the comfort of passengers at an acceptable level, the lateral acceleration
(ay ) is limited to 1 m/s2 . Substituting the values of curve radius and track cant
of different sections in Equation 1, the permissible speed for different sections are
calculated and the results are tabulated in Table 3
Table 3: Calculated and final maximum speed for different sections
Section
A-E
E-G
G-I
Calculated
Maximum Speed Maximum Speed
(m/s)
(km/h)
34.4815
124.1333
64.6457
232.7243
44.5154
160.2554
Final
Maximum Speed
(km/h)
124
230
160
It must be noted that the signalling system in section E-G will need to be upgraded
to allow the train speed of 230 km/h. This value is chosen to meet the requirements
of the timetable without introducing tilting to the design of the train.
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FSD2307 – Principle design of a fast train for regional traffic
2.2
January 4, 2021
Traffic Situation and Demands
There are connecting trains to other railway lines from both station A and I at every
even hour i.e., at 0600 hours, 0800 hours and so on. During the rush hours, it is
expected that there is a departure from both end stations (A and I) every hour and
during the non-rush hours it is sufficient to have a train for every two hours from
both ends such that the train arrives its final destination in time for the passengers to
change to the connecting trains. The connecting trains arrive at the minute 58 and
depart at the minute 02. And for change of trains, at least 8 minutes is reserved.
Taking this into consideration, the timetable for the passenger trains are scheduled
so that they depart from A and I depart at the minute 06 and arrive at the final
destination with enough time for change to connecting trains.
The capacity requirement for the passenger trains during the rush hours are stated as
350 and about 200 during rush hours when there is no connecting train at the final
destination with an extra 10% allowance for both cases. During the other hours they
are expected to be about 40% i.e (154 for trains with connection and 100 for trains
without connection).
There is also a freight train introduced into the railway line that has to make a round
trip every day. The train travels at an average speed of 80 km/h with extra starting at
stopping time as 1 minute and 0.5 minute at all stations except for uphill gradient,
where the starting times are 2 minutes from station E to F and 3 minutes from station
G to F. The required timing for the freight train are listed in the Table 4
Table 4: Freight train timings
Trip
A-I
I-A
Departure
07:10
14:10 (earliest)
Arrival
N/A
17:45 (latest)
During rush hours, at larger stations (E and G), a 35% of passenger exchange and
at smaller stations, a 10% passenger exchange is expected to happen. The design of
the train, including doors, the waiting area, the luggage racks and the instep for the
trains must be designed to ensure swift passenger exchange.
2.3
Structure Gauge
The choice of designing the train for any specific region was given to the students
in the project task and the Swedish dynamic gauging (SEa gauge) is chosen and
thus the region is constrained to Swedish rail network by this choice. This provides
the opportunity to introduce wide-body and double-decker trains that provide more
seating capacity per m2 of the train. This introduces the challenge of different platform heights in the range of 550-730 mm above top of rail and the trains must be
designed taking this into consideration as well.
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FSD2307 – Principle design of a fast train for regional traffic
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January 4, 2021
Proposed train concept
The proposed train concept for the project task is inspired from the Regina Bombardier X55, also known as SJ3000. And the bogies chosen are inspired from the
specified train as well. However, there are some modifications made on the original
train to fulfill the requirements of the project task. A brief introduction to the details
of the train are listed in Table 5.
Table 5: Train details
Train properties (dimensions)
Item
Reference Train
Bogie Type
Maximum speed
Acceleration
Retardation
Exterior/interior width
End car length
Middle car length
Number of cars
Total length of the train
Cross sectional area of train
Value
Regina (Bombardier)
Flexx ECO Bogie
230
1.0
1.5
3.3/3.2
26.96
26.60
5 (all 2nd class)
133.7
10
Unit
km/h
m/s2
m/s2
m
m
m
m
m2
Train properties (weight and seating)
Weight per car, empty
Average number of seats per car
Total seats
Individual passenger weight
with luggage
Total train mass
Relative mass addition
Equivalent mass of the train
60
94
385 seats
+ 15 handicapped seats
tonnes
75kg
300
0.08
324
kg
tonnes
tonnes
Train properties (motor and axle configurations)
Maximum power
Shoulder Configuration
Number of powered cars
Number of axles per carbody
Number of motors
Rated Voltage
Rated Torque
Maximum motor speed
Motor weight
Gear ratio 1
Gear ratio 2
265
Bo’Bo’+Bo’Bo’+Bo’Bo’
+Bo’Bo’+Bo’Bo’
5
4
20
900
1004
5393
605
4.783
5.29
4
kW
V
Nm
rpm
kg
FSD2307 – Principle design of a fast train for regional traffic
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January 4, 2021
Technical Specifications
This chapter provides an explanation of the traction, braking and energy consumption characteristics of the train, the respective design choices, the motivation for the
choices and a brief explanation of how it is calculated.
4.1
Traction Characteristics
To identify the traction characteristics of the train, first it is necessary to calculate the
required maximum traction force at start and maximum power. Equation 2 provides
the relationship between the maximum traction force and maximum power.
Pmax = Dmax ∗ υmax
(2)
The traction characteristics of the train are designed in a way that it satisfies the
traction force requirements in all sections of the railway line and all scenarios of the
train journey. Therefore, the maximum traction force at each of three sections of the
railway line is identified using Equation 3.
Ft = meq ∗ ax + D
(3)
• meq is the equivalent mass of the train (kg)
• ax is the acceleration of the train (m/s2 )
• D is the running resistance of the train (N).
Equations 4 to 7 indicate the different contributions to the running resistance such
as the Rolling resistance on straight track DR , Curving resistance DC , Aerodynamic
drag DA , and Gradient Resistance DG and . The sum of all these contributions form
the rolling resistance as indicated in Equation 8.
DR = Crr ∗ N
(4)
• Crr is the rolling resistance coefficient (0.0003 for railroad steel wheel on steel
rail)
• N is the normal force of the train (N).
6.5
R2
DC =
1 − 0.9 2
Kb mT
R − 55
R + 3000
• R is the curve radius (m)
• Kb is the coefficient of radial steering (0.6 for Regina trains)
• mT is the mass of the train (kg).
5
(5)
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
1
DA ≈ ρ.A.CD .υ 2 + (q +CO .LT )υ
2
•
•
•
•
•
•
(6)
ρ is air density (1.3kg/m3 )
A is the cross sectional area of the train (m2 )
υ is the train speed (m/s)
q is the total ventilation flow in train (kg/s)
CO is the coefficient
LT is the length of the train (m)
The second part of the Equation 6 is neglected as the value of q is unknown and CO
is assumed close to zero and hence trivial enough to neglect the value.
DG = mT .g
G
1000
(7)
• mT is the mass of the train (kg)
• g is the acceleration due to gravity (0.6 for Regina trains)
• G is the gradient per mille (h).
D = DR + DC + DA + DG
(8)
It is to be noted that except for the aerodynamic drag, the other contributions do not
depend on the velocity of the vehicle. Using the Equations 4 to 8, the maximum and
minimum running resistance is calculated by substituting the minimum (0m/s) and
maximum velocity in each railway section and the results are tabulated in Table 6.
Table 6: Maximum and Minimum running resistance values in different sections of
the railway line
Section
A-E
E-F
G-F
G-I
Max Running Resistance
(kN)
10.225
42.371
50.466
14.732
Min Running Resistance
(kN)
3.017
17.569
25.664
2.122
Since the maximum traction force would be required while the vehicle is starting to
move from a stationary state, the minimum running resistance values are substituted
in Equation 3 to determine the maximum traction force in each railway section and
the results are tabulated in Table 7.
Table 7: Maximum Traction Force in different sections of the railway line
Section
A-E
E-F
G-F
G-I
Max Traction Force
(kN)
327.017
341.569
349.664
326.122
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FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
In order to find the maximum power of the motor, Equation 2 can be used. The
maximum value of the drag force across the railway line and the maximum train
speed in that respective section can be used to identify the maximum power that is
required by the train. However, in this project an alternate approach is used.
Since the Bombardier Regina train is taken as reference, the power of motor an
individual motor in Regina train which is 265 kW, is used as the power for the
designed train for this project as well. However, in order to fulfil the requirements
of the project, and to make use of the maximum traction force at higher speeds, there
is a modification made to the original train i.e., in the original train, in a 3 car train
set, one car is not powered. However, in this version of Regina all the 5 cars of the
train set are powered. This would mean there are motors on each axle of the train
therefore, 20 motors in total (4 axles per car). This would provide a total of 265*4*5
= 5300 kW of power to the whole train. This determines the maximum power of the
motor.
The traction force and running resistance at every speed step is calculated using the
step-wise integration method. This method is also used to identify the acceleration
of the vehicle, the time required for accelerating to the maximum speed, the distance
travelled during acceleration and the energy consumed during this process as well
using Equations 9 to 19.
Fi − Di
meT
(9)
ti =
υi+1 − υi
ai
(10)
X=
υi+1 + υi
2ti
(11)
ax,i =
Ein,i+1 = Ein,i +
Fi
∆xi
ηrail
(12)
The obtained values from the step-wise integration for the section A-E are calculated
and tabulated in Table 8. The step-wise integration was actually performed in the
steps of 1 km/h. But for the purpose of representation, the data in Table 8 is shown
in the steps of 10 km/h.
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FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Table 8: Step-wise integration table for the section A-E
vi
(km/h)
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
vi
(m/s)
0
1.388889
2.777778
4.166667
5.555556
6.944444
8.333333
9.722222
11.11111
12.5
13.88889
15.27778
16.66667
18.05556
19.44444
20.83333
22.22222
23.61111
25
26.38889
27.77778
29.16667
30.55556
31.94444
33.33333
34.72222
Fi
(N)
350000
350000
350000
350000
350000
350000
350000
350000
350000
350000
350000
346909.1
318000
293538.5
272571.4
254400
238500
224470.6
212000
200842.1
190800
181714.3
173454.5
165913
159000
152640
D i ae
(N)
3016.503
3028.224
3063.387
3121.993
3204.040
3309.530
3438.462
3590.835
3766.651
3965.909
4188.610
4434.752
4704.337
4997.363
5313.832
5653.743
6017.096
6403.891
6814.128
7247.808
7704.929
8185.493
8689.499
9216.947
9767.837
10342.169
a xi
(m/s2)
0.000
1.071
1.071
1.071
1.070
1.070
1.070
1.069
1.069
1.068
1.067
1.057
0.967
0.891
0.825
0.768
0.718
0.673
0.633
0.598
0.565
0.536
0.509
0.484
0.461
0.439
ti
(s)
1.297
2.594
3.891
5.189
6.486
7.785
9.083
10.383
11.683
12.984
14.288
15.676
17.186
18.820
20.579
22.463
24.476
26.617
28.889
31.293
33.832
36.508
39.323
42.281
45.384
Xi
(m)
0.000
1.261
4.323
9.188
15.855
24.327
34.605
46.691
60.588
76.298
93.825
113.208
135.766
162.418
193.523
229.447
270.563
317.251
369.902
428.920
494.718
567.725
648.385
737.162
834.536
941.014
Ei
(kWh)
E in
(kWh)
0.123
0.420
0.893
1.541
2.365
3.364
4.539
5.891
7.418
9.122
11.003
13.063
15.304
17.727
20.334
23.127
26.108
29.278
32.640
36.198
39.954
43.911
48.075
52.447
57.035
0.144
0.494
1.051
1.814
2.783
3.958
5.341
6.930
8.727
10.732
12.945
15.368
18.005
20.856
23.923
27.208
30.715
34.444
38.400
42.586
47.005
51.661
56.558
61.703
67.100
The obtained traction force and drag values are plotted to represent the traction
characteristics of the train as illustrated in Figure 2.
Figure 2: Traction Force Diagram
It is evident from Figure 2 that the traction force remains constant until a specific
velocity and after this point, a constant power is maintained thus by limiting the
maximum traction force at higher velocities. In order to determine the knee-point
where the curve shifts from maximum traction force to maximum power Equation 13
is utilised. Since the maximum power and the maximum traction force are identified,
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FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
the knee-point velocity can be identified.
Pmax = Fmax ∗ υ
(13)
The adhesion utilisation at acceleration is calculated using the Equation 14 and the
calculated maximum adhesion utilisation at each section of the railway line is tabulated in Table 9.
α=
ax
D
+
g mD g
(14)
Table 9: Maximum adhesion utilisation in every section of railway line
Section
A-E
E-F
G-F
G-I
4.2
Max Adhesion Utilisation
0.11
0.11
0.1099
0.11
Braking and Energy Calculations
To minimise the energy consumption, a blended braking system has been implemented on the train. The blended baking system is composed of electrodynamic
braking and mechanical braking systems. This choice of the braking system is facilitated by the traction motors on each axle. These traction motors act as generators
and transform the kinetic energy of the train to electric energy. The force and power
of electrodynamic braking are limited to a portion of the electric motors’ power,
around 80% of the tractive power. This means that the braking force provided by
electrodynamic braking is not enough to stop the train. Thus additional mechanical
braking is needed to provide the extra braking force needed.
Electrodynamic brakes slow down the train if the required braking force is below
these brakes’ maximum capacity. When more force is needed, the mechanical
brakes supplement the braking force. Figure 3 shows the braking force needed and
the force provided by the regenerative braking system.
Figure 3: Braking force diagram.
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FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
At very low speeds the mechanical braking is used to bring the train to stop. While
running with 10 to 60 km/h the regenerative braking is dominant; however, the
extra energy needed is supplemented by the mechanical braking. For the speeds of
more than 60 km/h, the energy provided by electrodynamic braking and mechanical
braking provides most braking energy.
The maximum braking force and energy consumption during braking at each track
section are calculated using the step-wise integration method. Braking time and distance are also calculated, see appendix c, using equations 15 to 19. A time delay of
1.5 seconds is added to the calculated braking time, this will cause an extra braking
distance (96.35 meters).
rx,i = αB · g +
DB,i
mB
(15)
Where αB is adhesion while braking and is assumed to have the value of 0.15 in the
calculations.
Fα,B = mB · rx − D
(16)
ti,B =
υi+1 − υi
ai
(17)
XB =
υi+1 + υi
2ti
(18)
Ein,i+1 = Ein,i +
Fi
∆xi
ηrail
(19)
The total energy consumption at each track section is represented in table 10. Total
energy consumption is composed of acceleration energy till maximum velocity is
reached, energy consumed while travelling with constant speed and energy losses
while braking.
Table 10: Energy consumption at each section during acceleration, constant speed
and braking.
Section
A-B
B-C
C-D
D-E
E-F
F-E
F-G
G-F
G-H
H-I
Acceleration
energy (kWh)
67.1
67.1
67.1
67.1
310
220.8
206
349.7
118
118
Constant speed
energy (kWh)
39.1
39.1
39.1
39.1
508.5
58.2
0
457.8
70
70
Braking
energy (kWh)
26.7
26.7
26.7
26.7
87.82
93.7
95.3
86.46
46
46
Regenerated energy
(kWh)
36.42
36.42
36.42
36.42
119.2
127.5
129.7
117.6
62.7
62.7
A comparison between energy consumption of selected braking system, only mechanical braking and only regenerative braking can be found in table 11.
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FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Table 11: Energy consumption using different braking systems
Section
A-I
I-A
Mechanical braking
(kWh)
2727.2
2851.5
Blended braking
(kWh)
2207.2
2335.2
11
Regenerative braking
(kWh)
1825.3
1956.3
FSD2307 – Principle design of a fast train for regional traffic
5
January 4, 2021
Timetable
To get a basic idea of how many meeting stations are required for the passenger
trains and how much additional waiting time might be required in each station, initially, the fundamental time-distance relations as indicated in Equations 20 to 24 are
used to identify the travel time between any two given stations in the railway line,
and the minimum waiting time at each station as indicated by the project description
is illustrated in Table 12.
tacc =
υmax
aacc
(20)
tret =
υmax
aret
(21)
sacc =
2
υmax
2.aacc
(22)
sret =
2
υmax
2.aret
(23)
tmaxspeed =
s − sacc = sret
υmax
(24)
•
•
•
•
•
•
•
υmax is the maximum speed of the train (m/s)
aacc is the acceleration rate of the train (m/s2 )
aret is the deceleration rate of the train (m/s2 )
tacc is the time for accelerating to maximum speed (s)
tret is the time for decelerating from maximum speed (s)
sacc is the distance covered while accelerating to maximum speed (m)
sret is the distance covered while decelerating from maximum speed to zero
velocity (m)
• tmaxspeed is the time the train travelled at maximum speed (s)
Table 12: Minimum waiting time required at each station
Station
Waiting time
A
-
B
1
C
1
D
1
E
2
F
1
G
2
H
1
I
-
Using this information a rudimentary timetable is formulated and plotted as illustrated in Figure 4. It is evident that a meeting station at C and G is required and an
additional meeting station at S1 needs to be introduced which is between the stations
E and F.
However, a vehicle rarely has constant acceleration, therefore, to identify more precise travel times, the data from the step-wise integration such as the acceleration
time, deceleration time, distance travelled during acceleration and deceleration are
identified and utilised.
12
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Figure 4: Rudimentary version of timetable
With the updated and more exact travel times, a precise timetable is formed with an
iterative procedure:
1. Plot a simple timetable with stations along the y-axis and the time along the
x-axis.
2. Plot the schedule of the first train from A to I with the calculated travel times
and the minimum required stopping time at each station.
3. Plot the schedule of the second train from I to A similarly
4. If conflicts occurs between two trains, adjust the stopping time at necessary
stations, add meeting stations if necessary and if required adjust the speed of
the train to match the times.
5. Repeat the procedure if further more conflicts occurs.
At the end of this iterative procedure, we obtain a precise timetable for the passenger
trains as illustrated in Figure 5. The values are rounded off to the next nearest
minute for the purpose of ease. The project description stated that an extra 5 minutes
per 100 km must be allocated for maintenance purposes. Table 17 and Table 4 in
Appendix A illustrate the exact timetable for the passenger and the freight trains
respectively.Table 19 in Appendix A illustrates the additional time consumed due
to rounding off and the time consumed for the extra waiting time at stations for the
purpose of constructing the timetable for each 100 km of the railway line.
It must be stated that only the first 6 hours of the day, i.e., the rush hours in the first
half of the day is represented in Figure 5 to provide a better picture on the visual
representation of the timetable.
There are in total 13 journeys from each direction during each day. The rush hours
are considered as the hours from 06-10 and 16-21. The rest are considered nonrush hours and the last train is at the hour 21. In addition, it is to be noted that
the timetable for trains in both direction are adjusted in a way that both trains have
similar total journey time.
After scheduling all the passenger trains into the timetable, the freight train is fitted
into the timetable with the least priority i.e., they are made to wait much longer
time in order to avoid conflicts with the passenger trains. An additional meeting
station S2 at a distance of 85 km from A for the freight train is introduced as it
13
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Figure 5: Precise timetable for first 6 hours of the day
was necessary to maintain the timetable for the freight train as described in the
project task and avoid conflicts with the passenger trains. The cost incurred due to
this establishment of a meeting station and the break-even analysis on this will be
discussed in the upcoming chapters.
Figure 6 represents the final timetable with passenger trains and freight trains (Red
lines indicate trip A-I, blue lines indicate trip I-A, and dashed lines indicate freight
train).
Figure 6: Final Timetable with freight train
A detailed table of the timing for the passenger and the freight trains are provided in
the Appendix.
14
FSD2307 – Principle design of a fast train for regional traffic
6
January 4, 2021
Vehicle Design
This chapter provides an explanation of the vehicle design in terms of cross-sectional,
gauging and interior design of the train and the motivation behind the choices made.
6.1
Cross-section design and Gauging
As stated in the earlier chapters, the Swedish dynamic gauge (SEa) is used as a
reference while designing the train for the given project task. The structure gauge
for SEa is illustrated in Figure 7.
Figure 7: Structure Gauge of Swedish dynamic gauge (SEa)
To identify the dimensions of the vehicle construction gauge, certain phenomena
such as curving behavior and vehicle movement must be considered. This is divided
into two parts: lateral and vertical.
The lateral part considers the lateral overthrow (clearance required whilen undergoing curves), lateral displacement of wheel, lateral displacement due to suspension
and, lateral displacement due to vehicle sway or carbody tilt. The vertical part considers the displacement due to wheel wear, vertical displacement due to suspension
and, displacement due to vertical overthrow. The dimensions required for the calculation of lateral and vertical displacements are listed in Table 13. Equations 25
and 26 indicate the formulae for calculating the inside and outside lateral clearance
respectively. Equations 27 and 28 indicate the formulae for calculating the inside
and outside vertical clearance respectively. The different clearances considered and
the total clearance considered laterally and vertically are listed in Table 20 and Table
21 respectively in Appendix B.
SiSE = 41/R
a2 + p2
8R
Clearancei = ∆i − SiSE
∆i =
15
(25)
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
SaSE = 31/R
a2d − a2 − p2
8R
Clearancea = ∆a − SaSE
(26)
∆a =
∆vi =
∆va =
a2 + p2
8Rv
(27)
a2d − a2 − p2
8Rv
(28)
Table 13: Dimensions of the vehicle for calculating lateral and vertical displacements
Item
Bogie Distance
Wheelbase
Width of vehicle
Length of end car
Vehicle Height
Roll considered
Roll Center
Vertical Radius
Symbol
a
ap
w
ad
h
φ
hc
Rvmin
Value
19
2.7
3.3
26.95
3.03
0.017444
1.515
2000
Unit
m
m
m
m
m
rad
m
m
With the identified lateral and vertical displacements that needs to be considered, the
vehicle construction gauge is constructed by eliminating this displacement from the
structure gauge. The constructed vehicle construction gauge is illustrated in Figure
8.
Figure 8: Vehicle construction Gauge
16
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
With the identified vehicle construction gauge,the cross-section of the vehicle is designed within these constraints. The width of the Bombardier Regina train is originally 3.45 m on the outside and 3.2 m on the inside. However to comply with the
conditions of the gauging based on the restrictions provided for the railway line in
the project, the width of the train is reduced to 3.3 m on the outside while maintaining the inside width of 3.2 m which is possible with the help of sandwich structures.
Since the idea is to implement a wide-body train, a 3+2 seating is implemented.
According to the course book and the lecture slides, the dimensions of the seat, the
arm-rest and, the aisle are chosen and are listed in Table 14. The resulting crosssection of the train is represented in the Figure 9.
Table 14: Dimensions of vehicle interior
Item
Wall
Clearance
Arm rest
Seat
Aisle
Total Width
Size
5 cm
2 cm
5 cm
45 cm
56 cm
330 cm
Quanity per cross-section
2
2
7
5
1
-
Figure 9: Vehicle Cross-Section with seats
The floor is placed 115 cm above the top of rail for all cars as the Regina train has
a wheel diameter of 990 mm, it is not possible to have a low-floor cars and this
provides enough space for the traction and necessary auxiliary equipment beneath
the cars. However, this poses the question of accessibility for differently-challenged
passengers which will be discussed in the upcoming chapter.
17
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Now, the vehicle cross-section must fit in the Swedish dynamic gauge as it is calculated based on the constraints. This is illustrated by Figure 10. It is evident that
the vehicle fits in the vehicle construction gauge and thus conforms to the standards
of the Swedish dynamic gauge (SEa). There is also a 1° tilting introduced in the
vehicle with the centre of rotation vertically in the middle of the car.
(a)
(b)
Figure 10: Vehicle cross-section in vehicle construction gauge (a) without tilting (b)
with 1° titlting
6.2
Interior Design and Seat mapping
Understanding the capacity requirements of the train is an important step in understanding the interior design of the train. As per the project description, around 350
passengers are expected to travel during the rush-hours and it is expected that all
passengers with a tolerance of 10% are all expected to be seated. This means there
must be a minimum of 385 passengers and 15 extra seats are provided for passengers
with special needs.
Figure 11: Seat map for different cars
The design of the door can depend on the passenger exchange numbers at the sta18
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
tions. According to the project description, it is expected that 35% of the passengers
are expected to exit and the same percentage is expected to enter the train. Assuming
maximum capacity of 400 passengers, and 35% passenger exchange, it is expected
that 140 people are expected to leave the train and same amount is expected to enter
the train, this would mean at an average there is a total of 56 passenger exchange.
Therefore, a 1.6 m wide door which provide a double lane access in and out of the
vehicle and each lane according to the course book and the lectures has a capacity
of 30 passengers per minute. This would mean 60 passengers per car can get on/off
per minute which is according to the standards.
The inner floor of the train is placed at 1150 mm above the top of the rail and this is
maintained throughout the length of the train. This poses the question of entry for
the passenger with special needs. Having a low-floor car for the entry of passengers
could be a viable option however, since the platform height is not consistent, that
solution could be applicable only to specific platform heights. Therefore, a movable floor is installed on all cars which would lift the passengers to the inner floor
height and thus would eliminate the need for steps or extra personnel for helping the
passengers onto the train as illustrated in Figure 12. Moreover, this solution allows
the passengers with wheelchairs or other special equipment to move within the train
without any hassle as the doors and aisles between the cars are constructed in a way
that does not interfere with the mobility of these passengers.
(a)
(b)
Figure 12: Entry for passengers with special needs
The train has all second class seating and it has one bistro car which is the middle
car. Since it is a second class seating, according to the course book and lecture
slides, the usual pitch that is maintained is between 85 - 90 cm. Therefore, a pitch
of 90 cm is maintained for the train. However, it is also suggested that it is preferred
to have 30% of bay seating area i.e., seating facing each other and for this type of
seats the distance between the farthest point of the seats is maintained at 200 cm.
All the seats are provided with adjustable double head rests and lumbar support, the
back cushions are 8 cm in thickness. The arm rests are 25 cm high from the seat
cushion with an option to fold up the armrests. The lowest point of the seating area is
350 mm from the inner floor of the train. The seats are shaped with rounded corners
to provide considerable leg room for the passengers seated in the unidirectional
seats. All the seats are provided with hooks for the passengers to hang their coats
and other belongings. There are also racks provided overhead to store the smaller
luggage. These racks are transparent in the middle with rounded corners and they
are angled at 6 towards the top of the train to prevent the luggage from falling over.
There are also luggage racks provided in each car to store the bigger luggage, they
are positioned in a way that majority of the passengers have a view of their luggage.
There are also spaces allocated to store either the bicycles or the baby strollers and
small bars are provided to lock the bicycles or stroller so they don’t roll away.
19
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
There are washrooms or western closets provided in every car and in the middle car
and the bistro car, there are allocated water closets for the passengers with special
needs. As suggested in the course book and the lecture slides, the washrooms are
provided with a 1.5 m turning circle diameter. These are also fitted with small
counters and shelves that are helpful for baby-care for passengers travelling with
infants.
The bistro car has normal seating for half the car and the other half is entirely dedicated for the bistro. Food that is made off-train is generally reheated and served.
However certain small hot foods and beverages that are made on the train are also
served. There are vending machines installed as well. There are seats provided in
the bistro car area for dining purposes only. There are also special seats provided
for the passengers with special needs and these seats are fitted with foldable tables
and they are also provided with trays that can be extended from the table if the space
between the table and the passenger is more.
20
FSD2307 – Principle design of a fast train for regional traffic
7
January 4, 2021
Costs and Revenue
Generally, railway operation costs are divided into an investment budget and costs
of maintenance and operation. Here, the total cost of train operation and capital
costs are presented. They are divided into six categories, and the estimated cost for
each category is presented in table 15. According to this table, the total cost of train
operation will be approximately 230 million Swedish kronor.
Each car’s capital cost is considered to be 24 MSEK, maintenance cost per kilometre
of running distance is 20 SEK and considering average price of electric power for
industrial railway to be 0.8 SEK per kWh energy consumption. Salary of the driver,
conductor and other crew members are 1100, 800 and 550 SEK per working hour.
Infrastructure maintenance and operation cost per kilometre of the track is 400,000
SEK.
Table 15: Economic calculation of the designed train and its operation and maintenance cost
Category
Vehicle capital cost
Vehicle maintenance
Energy consumption(A-I)
Energy consumption(I-A)
Crew
Infrastructure maintenance
Cost (MSEK)
120
2.044
0.83
0.88
14.6
10,6
0,7
80
Description
per each train
Each car per year
per year
per year
Driver salary per year
Conductor salary per year
Other crew members’ salary per year
For entire track per year
Considering the load factor of 60%, running distance of 1.9 Mkm per year, number
of passengers per train and considering the revenue for each passenger to be 0.7
SEK per kilometre the total revenue of one train per year will be 341.5 MSEK, these
data can be found in the following table. To fulfil this, train ticket can be estimated
to be 168 kronor per passenger.
Table 16: Revenue per year
Load factor
60%
Running
distance
1.9 Mkm/year
Number of
passengers
428
21
Revenue per
passenger-km
0.7 SEK
Revenue per year
341.5 MSEK
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
The break-even point is a point at which total cost and total revenue are equal. Figure
13 shows the cost and revenue of our train system during one year, as it can be seen,
after 205 days the revenue will exceed the cost, and the project will be profitable.
Figure 13: break-even point.
22
Appendices
A
Timetable
Table 17: Passenger timetable
Distance
A
B
C
D
E
S1
F
G
H
I
Outgoing run
Arrival Time Departure Time
”:06
”:14
”:16
”:24
”:28
”:36
”:38
”:46
”:49
”:56
”:56
+1:07
+1:11
+1:24
+1:28
+1:36
+1:38
+1:47
-
Distance
I
H
G
F
S1
E
D
C
B
A
Incoming run
Arrival Time Departure Time
”:06
”:15
”:17
”:26
”:28
”:41
”:44
”:56
”:58
+1:06
+1:10
+1:18
+1:19
+1:27
+1:29
+1:37
+1:39
+1:47
-
Table 18: Freight timetable
Station
A
B
C
D
E
S1
F
S2
G
H
I
Outgoing run
Arrival Time Departure Time
7:10
7:22
7:40
7:52
7:52
8:04
8:20
8:32
8:32
8:52
9:00
9:27
9:45
10:01
10:01
10:16
10:29
10:45
10:45
11:00
-
Station
I
H
G
S2
F
S1
E
D
C
B
A
23
Incoming run
Arrival Time Departure Time
14:10
14:26
14:26
14:42
14:53
15:09
15:20
15:36
15:37
16:03
16:03
16:23
16:23
16:35
16:39
16:51
16:51
17:03
17:17
17:29
-
FSD2307 – Principle design of a fast train for regional traffic
January 4, 2021
Table 19: Extra waiting time
6A extra time
0-100 100-200
Round off
0:02:12 0:01:40
Extra wait
0:06:00 0:06:00
Total Extra Time 0:08:12 0:07:40
Total run extra
0:15:53
6I extra time
0-100 100-200
Round off
0:08:22 0:02:47
Extra wait
0:04:00 0:03:00
Total Extra Time 0:12:22 0:05:47
Total run extra
0:18:09
B
Gauging
Table 20: Lateral displacements
Description
Wheel displacement
Clearance required
Suspension Displacement
Vehicle sway
Total Lateral Displacement
Total Lateral Displacement
N/A
Inside
Outside
Primary
Secondary
N/A
N/A
N/A
Value
0.02750
0.00839
0.02291
0.01
0.06
0.02643
0.15524
155.24
Unit
m
m
m
m
m
m
m
mm
Table 21: Vertical displacements
Vertical Allowance
Wheel wear
Primary
Suspension Displacement
Secondary
Inside
Geometrical overthrow
Outside
Total Vertical Displacement
N/A
Total Vertical Displacement
N/A
24
0.04
0.01
0.06
0.02302
0.02237
0.13301
133.018
m
m
m
m
m
m
mm
FSD2307 – Principle design of a fast train for regional traffic
C
January 4, 2021
Braking calculations
Table 22: Step-wise integration of braking parameters for the section A-E
vi
(km/h)
125
120
115
110
105
100
95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
vi
(m/s)
34.72222
33.3333
31.94444
30.5555
29.16667
27.77778
26.38889
25
23.61111
22.2222
20.83333
19.4444
18.05556
16.66667
15.27778
13.88889
12.5
11.11111
9.722222
8.33333
6.94444
5.55555
4.166667
2.77778
1.38888
0
F B,i
(N)
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
212000
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
485716.4
D i ae
(N)
10342.17
9767.8
9216.4
8689.5
8185.5
7704.9
7247.8
6814.13
6403.9
6017.09
5653.74
5313.832
4997.363
4704.337
4434.752
4188.61
3965.909
3766.651
3590.835
3438.462
3309.53
3204.040
3121.993
3063.387
3028.224
3016.503
25
r xi
(m/s2)
1.50288
1.5010
1.4994
1.4978
1.4965
1.4951
1.4934
1.4921
1.4909
1.4897
1.4886
1.4875
1.4866
1.4857
1.4849
1.4841
1.4835
1.4829
1.4823
1.4819
1.4815
1.4812
1.4809
1.4807
1.48064
1.48063
t B,i
(s)
0.0
0.9248
1.8507
2.7775
3.7054
4.6341
5.5638
6.4943
7.4255
8.3575
9.2903
10.2237
11.1577
12.0923
13.0274
13.963
14.8991
15.8355
16.9597
17.7094
18.6468
19.5844
20.5222
21.4601
22.3981
23.3361
X B,i
(m)
0.000
31.2128
61.175
89.8824
117.331
143.517
168.436
192.086
214.562
235.562
255.382
273.92
291.173
307.139
321.815
335.2
347.3
358.085
367.583
375.783
388.283
392.581
395.082
397.27
397.687
449.8
E B,in
(kWh)
0.0
2.1
4.11
6.05
7.88
6.95
11.32
12.91
14.41
15.83
17.16
18.415
19.57
20.64
21.63
22.53
23.34
24.07
24.71
25.26
25.72
26.10
26.39
26.6
26.7
26.73