KATHMANDU UNIVERSITY

SCHOOL OF ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING

PROJECT PROPOSAL ON

DESIGN AND SIMULATION OF BOGIE AND COACH OF MASS RAIL TRANSIT

(METRO) IN CONTEXT OF NEPAL

Submitted by:

Parash Jung Karki (41101)

Bikash Sharrf (41111)

 Date: 01:06:2019

To
The Project Supervisor,
Department of Mechanical Engineering
Kathmandu University

SUBJECT: Cover Letter for proposal approval

Dear Sir/Madam,

Submitted for your review is our proposal entitled “DESIGN AND SIMULATION OF BOGIE

AND COACH OF MASS RAIL TRANSIT (METRO) IN CONTEXT OF NEPAL”. The

report is submitted as requirement of course entitled Engineering Project MEEG 312. Within this

document you will find the basic introductions, objectives, methodology and expected outcome

from the proposed work (Listed in detail in the table of content section).
We hope for your keen review and future assistance in this work along with the approval.

Sincerely,
Parash Jung Karki (41101)
Bikash Sharrf (41111)
 CERTIFICATION OF APPROVAL

DESIGN AND SIMULATION OF BOGIE AND COACH OF MASS RAIL TRANSIT

(METRO) IN CONTEXT OF NEPAL

BY:

Parash Jung Karki (41101)

Bikash Sharrf (41111)

This is to certify that I have examined the above project and have found that it is complete and
satisfactory in all respects, and that any and all revisions required by the final evaluation committee
have been made.

___________________________________________________
Mr. ……….
Project Co-ordinater

____________________________________________________
Mr. Chiranjeevi Mahat
Project Supervisor

1st JUNE, 2019

 TABLE OF CONTENT
LIST OF FIGURES ........................................................................................................................ 6
ABBREVIATIONS ........................................................................................................................ 7
CHAPTER 1 INTRODUCTION .................................................................................................... 8
1.1 Background ...................................................................................................................... 8
1.1.1 Trains in Nepal ........................................................................................................ 10
1.2 Objectives ....................................................................................................................... 12
1.3 Significance/scope .......................................................................................................... 12
1.4 Limitations ..................................................................................................................... 13
CHAPTER 2 METHODOLOGY ................................................................................................. 14
1.5 Theoretical/Conceptual Framework ............................................................................... 14
1.5.1 Literature Review ................................................................................................. 14
1.5.1.1 General............................................................................................................. 14
1.5.1.2 History of Rail Transportation ......................................................................... 14
1.5.1.3 Rail Transport in Nepal ................................................................................... 17
1.5.1.4 Need for LRT/MRT for Nepal......................................................................... 18
1.5.2 METRO RAILS ...................................................................................................... 21
1.5.2.1 Introduction ..................................................................................................... 21
1.5.2.2 Benefits of introducing metro rail system in Nepal (particularly in KTM)..... 21
1.5.2.3 Conceptual System Design .............................................................................. 22
1.5.3 Working Mechanism ............................................................................................... 31
1.6 Operation of the Mass Rail Transit (Metro) ................................................................... 34
1.6.1 Introduction ............................................................................................................. 34
1.6.2 Head way ................................................................................................................ 34
1.6.3 Terminals, Loops and Turn backs ........................................................................... 34
1.6.4 Train Service Planning ............................................................................................ 36
1.6.5 Round Trip Time..................................................................................................... 37
1.6.6 Train Loading.......................................................................................................... 38
1.6.7 Rolling Stock Calculations ..................................................................................... 38
1.6.8 Rolling Stock Operation ......................................................................................... 39
 1.6.9 Stock Balance.......................................................................................................... 40
1.6.10 Working Timetable ................................................................................................. 41
1.6.11 Timekeeping ........................................................................................................... 41
1.6.12 Recovery Time ........................................................................................................ 42
1.6.13 Stop Skipping .......................................................................................................... 42
1.6.14 Terminal Occupation .............................................................................................. 42
1.6.15 Stepping Back ......................................................................................................... 43
1.6.16 Double-Ending ........................................................................................................ 43
2.3 Study Design ....................................................................................................................... 45
1.7 Gantt chart ...................................................................................................................... 46
CHAPTER 3 BUDGET ESTIMATION ....................................................................................... 47
CHAPTER 4 EXPECTED OUTCOME ....................................................................................... 47
 LIST OF FIGURES
Figure 1-1 A prototype of a Ganz AC electric locomotive in Valtellina, Italy, 1901 .................... 9
Figure 1-2 A Nepal Railway locomotive in 1927 during the reign of Rana PM Chandra SJBR . 11
Figure 1-3 Jaynagar To Janakpur Nepal Train Service 2018 ....................................................... 11
Figure 2-1 Santa Fe steam and Diesel locomotives_1976 ............................................................ 15
Figure 2-2 conventional railway system ....................................................................................... 15
Figure 2-3 MASS TRASITS TRAIN (METRO) .......................................................................... 16
Figure 2-4 light rail transit (trams)................................................................................................ 16
Figure 2-5 Light Rail Transit Monorail Train............................................................................... 17
Figure 2-6 China-freight-train-to-Nepal ....................................................................................... 18
Figure 2-7 Kathmandu traffic in office hours ............................................................................... 18
Figure 2-8 Categories of gauge depending on size ....................................................................... 22
Figure 2-9 41kg Rail Profile ......................................................................................................... 23
Figure 2-10 Bogie Frame .............................................................................................................. 24
Figure 2-11 Wheel Set of Bogie ................................................................................................... 25
Figure 2-12 Transom of Bogie ...................................................................................................... 26
Figure 2-13 primary suspension.................................................................................................... 26
Figure 2-14 Secondary Suspension ............................................................................................... 26
Figure 2-15 Bogie Mounted Brake Cylinder with In-Built Slack Adjuster .................................. 27
Figure 2-16 Axle of Bogie ............................................................................................................ 27
Figure 2-17 Cylindrical Roller Bearing ........................................................................................ 28
Figure 2-18 Nose suspension drive design with shortened bearing distance on the axle shaft for
more modern designs to save weight ............................................................................................ 28
Figure 2-19 Coaches of Delhi Metro ............................................................................................ 29
Figure 2-20 In Side View of Delhi Metro ..................................................................................... 29
Figure 2-21Electric Locomotive ................................................................................................... 30
Figure 2-22 Simplified Design of Bogie ....................................................................................... 30
Figure 2-23 Modern articulated vehicle designs containing several body sections enable easy
access inside the vehicle and contribute to passenger safety. The body ....................................... 31
Figure 2-24 Working of Electric Locomotives ............................................................................. 32
Figure 2-25 power circuit of electric locomotive with tap changer .............................................. 33
Figure 2-26 Converter-Inverter set ............................................................................................... 33
Figure 2-27 single end to end metro line with two platform terminal at each end ...................... 34
Figure 2-28 Simple Metro Line With Terminal Loop At The End............................................... 35
Figure 2-29 Simple Metro Line With Single Reverse Siding At The End .................................. 35
Figure 2-30 Passenger Per Hour Per Direction from Koteshwor To Sinamangal (RING ROAD)
....................................................................................................................................................... 36
Figure 2-31Metro Lines Showing Location Overnight Stabled Trains ........................................ 39
 ABBREVIATIONS

KTM: KATHMANDU
VDC: VOLTAGE DIRECT CURRENT
LRT: LIGHT RAIL TRANSIT
MRT: MASS RAIL TRANSIR OR METRO RAIL TRANSIT
PPHPD: PASSENGER PER HOUR PER DIRECTION
 CHAPTER 1 INTRODUCTION

1.1 Background

An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or
on-board energy storage such as a battery or a supercapacitor [1]. Electric locomotives with on-
board fueled prime movers, such as diesel engines or gas turbines, are classed as diesel-
electric or gas turbine-electric and not as electric locomotives, because the electric
generator/motor combination serves only as a power transmission system [2].
Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not
including the inefficiency of generating the electricity). Additional efficiency can be gained
from regenerative braking, which allows kinetic energy to be recovered during braking to put
power back on the line. Newer electric locomotives use AC motor-inverter drive systems that
provide for regenerative braking. Electric locomotives are quiet compared to diesel locomotives
since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating
parts means electric locomotives are easier on the track, reducing track maintenance. Power plant
capacity is far greater than any individual locomotive uses, so electric locomotives can have a
higher power output than diesel locomotives and they can produce even higher short-term surge
power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent
stops. Electric locomotives are used on freight routes with consistently high traffic volumes, or in
areas with advanced rail networks. Power plants, even if they burn fossil fuels, are far cleaner than
mobile sources such as locomotive engines. The power can also come from clean or renewable
sources, including geothermal power, hydroelectric power, nuclear power, solar power and wind
turbines [3].
The first known electric locomotive was built in 1837 by chemist Robert Davidson of Aberdeen,
and it was powered by galvanic cells (batteries). Davidson later built a larger locomotive
named Galvani, exhibited at the Royal Scottish Society of Arts Exhibition in 1841. The seven-ton
vehicle had two direct-drive reluctance motors, with fixed electromagnets acting on iron bars
attached to a wooden cylinder on each axle, and simple commutators. It hauled a load of six tons
at four miles per hour (6 kilometers per hour) for a distance of one and a half miles (2.4 kilometers).
It was tested on the Edinburgh and Glasgow Railway in September of the following year, but the
limited power from batteries prevented its general use [4].
The first electric passenger train was presented by Werner von Siemens at Berlin in 1879. The
locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the
locomotive and three cars, reached a speed of 13 km/h. During four months, the train carried
90,000 passengers on a 300-metre-long (984 feet) circular track. The electricity (150 V DC) was
supplied through a third insulated rail between the tracks. A contact roller was used to collect the
electricity.The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in
1881. It was built by Werner von Siemens (see Gross-Lichterfelde Tramway and Berlin
Straßenbahn) [4].
Volk's Electric Railway opened in 1883 in Brighton. Also in 1883, Molding and Hinterbrühl
Tram opened near Vienna in Austria. It was the first in the world in regular service powered from
an overhead line. Five years later, in the U.S. electric trolleys were pioneered in 1888 on
the Richmond Union Passenger Railway, using equipment designed by Frank J. Sprague [5].

Figure 0-1 A prototype of a Ganz AC electric locomotive in Valtellina, Italy, 1901

The first practical AC electric locomotive was designed by Charles Brown, then working
for Oerlikon, Zürich. In 1891, Brown had demonstrated long-distance power transmission,
using three-phase AC, between a hydro-electric plant at Lauffen am Neckar and Frankfurt am
Main West, a distance of 280 km. Using experience he had gained while working for Jean
Heilmann on steam-electric locomotive designs, Brown observed that three-phase motors had a
higher power-to-weight ratio than DC motors and, because of the absence of a commutator, were
simpler to manufacture and maintain. However, they were much larger than the DC motors of the
time and could not be mounted in underfloor bogies: they could only be carried within locomotive
bodies [6].
Efforts to propel railroad vehicles using batteries date from 1835, but the first successful
application of electric traction was in 1879, when an electric locomotive ran at an exhibition in
Berlin. The first commercial applications of electric traction were for suburban or metropolitan
railroads. One of the earliest came in 1895, when the Baltimore and Ohio electrified a stretch of
track in Baltimore to avoid smoke and noise problems in a tunnel. One of the first countries to use
electric traction for main-line operations was Italy, where a system was inaugurated as early as
1902. By World War I a number of electrified lines were operating both in Europe and in the
United States. Major electrification programs were undertaken after that war in such countries
as Sweden, Switzerland, Norway, Germany, and Austria. By the end of the 1920s nearly every
European country had at least a small percentage of electrified track. Electric traction also was
introduced in Australia (1919), New Zealand (1923), India (1925), Indonesia (1925), and South
Africa (1926). A number of metropolitan terminals and suburban services were electrified between
1900 and 1938 in the United States, and there were a few main-line electrifications. The advent of
the diesel locomotive inhibited further trunk route electrification in the United States after 1938,
but following World War II such electrification was rapidly extended elsewhere. Today a
significant percentage of the standard-gauge track in national railroads around the world is
electrified—for example, in Japan (100 percent), Switzerland (92 percent), Belgium (91 percent),
the Netherlands (76 percent), Spain (76 percent), Italy (68 percent), Sweden (65 percent), Austria
(65 percent), Norway (62 percent), South Korea (55 percent), France (52 percent), Germany (48
percent), China (42 percent), and the United Kingdom (32 percent). By contrast, in the United
States, which has some 225,000 km (140,000 miles) of standard-gauge track, electrified routes
hardly exist outside the Northeast Corridor, where Amtrak runs the 720-km (450-mile) Acela
Express between Boston and Washington, D.C.The century’s second half also was marked by the
creation in cities worldwide of many new electrified urban rapid-transit rail systems, as well as
extension of existing systems [7].
Electric trains are important because they provide transportation back and forth to many different
locations without the use of coal. Large cities use electric trains in subway systems that usually
travel in underground tunnels to different parts of the city. This allows people to have a quick way
to get to work and go other places without having to drive and deal with traffic.Electric trains have
also replaced older steam trains, which operated using coal. Coal causes lots of smoke and air
pollution. This pollution is bad for our lungs and for the environment. Electric trains were created
to reduce air pollution, which is a healthier choice for our environment and for us! Constructing
the electric tracks that electric trains use is more expensive than building regular tracks used by
other types of trains. However, once the electric tracks and electric trains are built, they cost less
to operate than other trains that require fuel. This makes them a good option to save money in the
long run.

1.1.1 Trains in Nepal

The first railway in Nepal was the Nepal Government Railway (NGR), a 2 ft 6 in (762 mm)
narrow gauge railway, built by the British in 1927, during the Rana period.[4] The railway
connected Raxaul in British India with Amlekhganj in Kingdom of Nepal.[5] This 39-kilometre-
long (24 mi) line allowed people from different areas of the country to reach Amlekhganj, and
helped move heavy vehicles to Bhimphedi. It was then possible to reach Kathmandu from
Bhimphedi on foot. The railway possessed seven steam locomotives, 12 coaches and 82
wagons.[6] It operated steam-powered Garratt locomotives manufactured by Beyer, Peacock and
Company of the United Kingdom [8].
 Figure 0-2 A Nepal Railway locomotive in 1927 during the reign of Rana PM Chandra SJBR

The second railway in the country was the Nepal Janakpur–Jaynagar Railway (NJJR),
a 2 ft 6 in (762 mm) narrow gauge railway, built by the British in 1937, during the Rana period.
This 28-mile-long (45 km) track was built to carry timber from the then heavily forested areas
of Janakpur in Kingdom of Nepal to Jaynagar in British India [9]. The railway was later extended
to Bijalpura.
The Raxaul–Amlekhganj railway track was operational until 1965. It was closed down after
opening of the Tribhuvan Highway [10]. The railway track from Raxaul was converted
to 5 ft 6 in (1,676 mm) broad gauge by Indian Railways to connect Sirsiya (Birganj) Inland
Container Depot (ICD). The railway became fully operational in 2005, though certain segments
were used as early as 2002. It helps move containers and other cargo to and from the Kolkata port
and other places in India. It is the most important entry point for imports into China, and is essential
for Nepal's commerce and trade. Birganj is located 700 km (430 mi) from the Kolkata port by
railway.

Figure 0-3 Jaynagar To Janakpur Nepal Train Service 2018

After a washout of the railway embankment and two bridges the track between Janakpur and
Bijalpura (22 km railway line) was closed in 2001. The remaining Janakpur–Jaynagar railway
track was converted to 5 ft 6 in (1,676 mm) broad gauge in 2018 and the extension to Bardibas is
under construction since [11] [12].

1.2 Objectives

The main objective of this research project is to model the 3D design of rapid transit train (metro)
for in context to the Nepal.
The specific objectives are:
 To design the essential component of bogie (power transmission, axle brush design, bogie
frame, suspension and damper, bearing, coupling, brake).
 CAD design of component of bogie, track and outer shell of the electric train.
 Simulation of the gears, axle brush, bogie frame, suspension, brake, and wheel set.
 To design the aesthetics for the outer shell, inner coaches and customize the available
space.
 To examine the importance of metro rail project for Nepal.

1.3 Significance/scope

This project study is broadly conceived to assess the potential of the metro rail in context to Nepal.
When evaluating mass transit options for Nepalese cities (especially for KTM), metro systems are
given preference over surface systems due to the belief that a road-based bus system cannot cater
to the capacity requirement as much as metro systems. In addition to this, metro rails are perceived
to have higher levels of comfort, speed, and efficiency as compared to bus systems. Capital
intensive construction and high operation cost of metro systems necessitates financial support from
state and central governments, foreign loans, tax exemptions and other subsidies. However, no
explicit analysis of these considerations is available and more elaborate studies would be required
to understand each of these dimensions.
This project will provide the commuters a faster and cheaper alternative to the existing public
transport system. To solve the problem of overcrowding, unnecessary traffic jam, wastage of time
in travelling, insufficient security, expensive transport rent and air as well as sound pollution. This
will also increase the economy of the Nepal since all the transaction will be through electronic
services. For any country the transport service and roads are the sign for the development hence
this study if implemented might lead our country to have good sign of development in future. Also
this type of project will also lead to attract the foreigner to have safe and comfort travel from one
place to another. Since other country are already mastered the science of the all types of trains so
implementation of this type of project will not be so difficult and challenging.
The current problem faced by the citizen of the Nepal (especially in KTM) is the conjecting and
narrow roads, large traffic loads and increasing carbon growth in capital region. The
implementation of these type of project will not only save money, time, and traffic loads but also
provide comfort, less time consuming travel and healthy environment for upcoming generation.

1.4 Limitations

 The detail study of the electric trains needs high skill and knowledge since one single trains
contains large component and sub component.
 The size and strength of the track and wheels are predefined so instead of studying in these
area it’s better to use predefined components as done by other countries.
 This study doesn’t include the rail signaling system and electric systems (in detail) that is
used for locomotives.
 This study will not give idea about the capital that is needed for the installation of this
project in Nepal.
 CHAPTER 2 METHODOLOGY

1.5 Theoretical/Conceptual Framework

1.5.1 Literature Review

1.5.1.1 General

Rail transport is the means of conveyance of passengers and goods by way of wheeled vehicles
running on rail tracks. In contrast to road transport, where vehicles merely run on a prepared
surface, rail vehicles are also directionally guided by the tracks they run on. Rail is usually
considered a fuel-efficient transport mode, especially in comparison with cars, buses and trucks
and is often advanced as an environmentally superior alternative to road transportation. It can
transport more passenger-km in case of passenger transport and/or more ton-km in case of goods
transport per energy unit consumed than other vehicles. It uses separate right-of-way and seems to
be space-efficient relative to roads, contribute to the high political and environmental
attractiveness of rail. With the growing prominence of environment goals in transport and planning
studies, rail development is receiving increasing attention in such studies [13]. Moreover, major
rail development schemes, in particular, rapid transits (LRT/MRT) are currently discussed in many
countries around the world and are advanced In European countries.

1.5.1.2 History of Rail Transportation

The history of rail transport dates back nearly 500 years and include systems with man or horse
power and rails of wood or stone. Modern rail transport systems first appeared in England in the
1820s. These systems, which made use of the steam locomotive, were the first practical forms of
mechanized land transport, and they remained the primary form of mechanized land transport for
the next 100 years [14].
Railways quickly became essential to the swift movement of goods and labor that was needed for
industrialization. In the beginning, canals were in competition with the railroads, but the railroads
quickly gained ground as steam and rail technology improved, and railroads were built in places
where canals were not practical. Prior to the development of electric railways, most overland
transport aside from the railways had consisted primarily of horse powered vehicles. Placing a
horse car on rails had enabled a horse to move twice as many people, and so street railways were
born. By the 1850s, many steam-powered railways were present in Europe. Diesel-electric
locomotives which came as first fuel powered locomotive, could be described as electric
locomotives with an on-board generator powered by a diesel engine. The first diesel locomotives
were low-powered machines, diesel-mechanical types used in switching yards. Diesel and electric
locomotives are cleaner, more efficient, and require less maintenance than steam locomotives [15].
 Figure 0-1 Santa Fe steam and Diesel locomotives_1976

Starting with the opening of the first Shinkansen line between Tokyo and Osaka in 1964, high-
speed rail transport, functioning at speeds up and above 300 km/h, has been built in Spain, France,
Germany, Italy, the People's Republic of China, Taiwan, the United States, the United Kingdom,
South Korea, Scandinavia, Belgium and the Netherlands. High speed rail systems like Mass Rapid
Transit (MRT) and Light Rail Transit (LRT) have become the major transport system in most of
the major cities in the world [16].
Railway transport system are mainly three types as conventional (Figure 0-2) , mass rapid transit
(Figure 0-3) and light rail transit (Figure 0-4).conventional rail systems are frequent in developing
countries which uses standard and narrow gauge track and trains powered by diesel and electricity.

Figure 0-2 conventional railway system

A rapid transit, metro, subway underground or elevated system is an electric passenger railway in
an urban area with high capacity and frequency and which is grade separated from other traffic.

Figure 0-3 MASS TRASITS TRAIN (METRO)

Light Rail Transit (LRT, also called trams or trolleys) systems provide convenient local Public
Transit service on busy urban corridors, connecting major destinations such as central business
districts, medical centers, campuses and entertainment centers. LRT vehicles tend to have
relatively smooth and comfortable operation, easy boarding, attractive Stations, Transit Oriented
Development, and easy-to-understand routes and schedules.

Figure 0-4 light rail transit (trams)

A monorail is like a train, but instead of having two sets of wheels that balance on a railway track,
the monorail is balanced on top of one rail. Monorails are often used to transport people around
large cities. Some monorails utilize magnets to hover on their rails, reducing friction between the
train and the rail. The first monorail was invented in the 19th Century [17].

Figure 0-5 Light Rail Transit Monorail Train

Unlike some trams and light rail systems, modern monorails are always separated from other
traffic and pedestrians due to the geometry of the rail. They are both guided and supported via
interaction with the same single beam, in contrast to other guided systems like rubber-tyred metros,
the Sapporo Municipal Subway; or guided buses or trams, such as Translohr. Monorails do not
use pantographs [17].

1.5.1.3 Rail Transport in Nepal

China–Nepal Railway is a planned railway between China and Nepal. The railway will
link Kathmandu with Shigatse, Tibet, crossing the China–Nepal border at Gyirong–Rasuwa. In
2006, Qinghai–Tibet Railway, the first railway in Tibet, was completed. The same year, then
chairman of Tibet Autonomous Region Qiangba Puncog told current Prime Minister of
Nepal Khadga Prasad Oli, then Deputy Prime Minister, that the railway would be extended to
Shigatse and eventually to China–Nepal border [18].
In 2016, during Oli's visit to China, the two countries signed a treaty on trade and transit, including
a plan to build a high speed railway from Kathmandu to the Chinese border. In June 2018, Nepal
and China agreed on construction of the railway as a component of a series of cooperation projects
approved by the two sides. A mutual agreement over the pre-feasibility study was reached in
August 2018 [19].
 Figure 0-6 China-freight-train-to-Nepal

First extension of the Tibetan Railway, the Lhasa–Shigatse railway, opened in 2014. Construction
of the railway from Shigatse to Gyirong is expected to be complete by 2022.

1.5.1.4 Need for LRT/MRT for Nepal

It is rush hour and vehicles struggle to move through a jam at Kalimati intersection, koteshor,
kalanki and other high traffic areas. The congestion is made worse by two trails of vehicles on
both lanes of the road especially at office start and end hour. But while we sit in our cars and
complain about the fuel shortage and traffic, what we don't realize is that we are wasting much
more than time while stuck in traffic.

Figure 0-7 Kathmandu traffic in office hours

During peak hours, a 20-minute journey can take up to an hour. Over 555,700 vehicles are
registered in Bagmati zone, all crammed into about the same length of road as there was 15 years
ago. Rallies on the main thoroughfares, accidents, and 'sawari' of VIPs, add on to the gridlock.
Roundabouts that are meant to streamline vehicles instead become the centre of traffic congestion.
A jam at a major intersection often has a spillover effect on secondary road networks and gallis. It
is often question of life or death: patients have died in ambulances because they couldn't get to the
hospital in time [20].
The documented records of five years were collected from 2069 to 2074 B.S. So the sources of
data were the documents provided by the traffic offices which were presented and analyzed both
quantitatively and qualitatively. So, this study is based on the secondary sources of data published
by Metropolitan Traffic Office, Kathmandu and the data available in related journals and websites.
The study sheds light on road traffic accidents that occurred only in Kathmandu valley
(Kathmandu, Lalitpur, and Bhaktapur district) [21].

Cities No.of Injured Injured Deaths No of affected

accidents Serious Minor people
Across Nepal 10,013 4182 8226 2006 16502

Kathmandu 5668 275 3901 166 10103

Table 0-1 Road traffic accidents of Kathmandu (Source: Police Headquarters, operation department, traffic
directorate Naxal, Kathmandu, 2072/2073)

Kathmandu valley comprises of Kathmandu, Bhaktapur, and Lalitpur districts. Data shows that
maximum road accidents occur in the valley in comparison to other parts of Nepal. More than
5500 accidents occur every year in the valley leading to more than 180 deaths. The number of
vehicles plying in Kathmandu is horribly increasing day by day. The government is not able to
formulate fixed vehicular policies and build roads. It will be a surprising fact to Bus, truck, motor
bike, bicycle, scooter, jeep, van, car, taxi, rickshaw, tempo, lorry, etc. ply on the roads of
Kathmandu valley. The analysis of the data available regarding the vehicular variations involved
in the accident and death of the passengers shows that maximum bike riders die when they
encounter accident. More than 3000 motorbike accidents occur every year in Kathmandu; valley
and there are increasing numbers of motorcycle casualties in the valley in comparison to the other
means of transportation. Car and jeep accidents occupy the second position in terms of accidents
in the valley [21].
 Fiscal Truck Bus Microbus Car/van/ Tempo/ Motor Manually Total
Year Jeep Tractor cycle driven means
or of
scooter transportation
2069/2070 699 872 489 2653 203 3218 157 8291
2070/2071 892 962 538 2510 141 30224 136 8203
2071/2072 947 1006 565 2857 193 3252 138 89568
2072/073 1210 1164 500 3231 157 3671 170 10103

Table 0-2 Types of vehicles involved in traffic accidents in Kathmandu valley (Source: Metropolitan Traffic
Police Division, Kathmandu)

The present study carried out in Kathmandu valley mainly focuses on the road traffic accidents
occurred in Kathmandu, Bhaktapur and Lalitpur district. In fiscal year 2072/2073, there were
10,013 vehicular accidents in Nepal. Out of the 16,502 affected people, 4182 were seriously
injured, 8226 suffered from minor injuries, and 2006 died. Remaining 88 people did not have any
injury. Kathmandu valley has the maximum number of accidents in comparison to major places of
Nepal. However, it has less number of seriously injured people that counted only 275, whereas
Itahri has the highest number of seriously injured persons. Only 166 people died in Kathmandu
valley whereas 525 people died in Road Traffic Accident in fiscal year 2072/073 [21].
1.5.2 METRO RAILS

1.5.2.1 Introduction

During 2019 Nepal population is projected to increase by 351,463 people and reach 30,060,912 in
the beginning of 2020.currently on 2019/10/28 the population of Nepal is 29,998,622 and the
population is increasing at the rate of 1.18% every year [22]. In present date population is growing
rapidly and to support its need public transportation is insufficient. This compels the citizens to
use private transport which results in traffic congestion, air pollution and traffic accidents. These
problems are growing rapidly which demands development of an effective public transportation
means which are able to deliver favorable environmental conditions, speedy and fast travel, better
mobility and effective growth of economy. In this modern era, effective, secure, authentic and
comfortable public transportation system is one of the pre-requisites of good living. The solution
is Mass Rapid Transit System (MRTS) also called Metro Rail. It is a reliable means of public
transport which has the capacity to carry equal amount of passengers as five lanes of bus traffic or
twelve lanes of private two and four wheelers. Metro railways can be defined as modern urban,
automated, and electrical and environment friendly transportation means having high passenger
carrying capacity and it runs at a very fast speed as it has separate track which is totally independent
from other traffic roads or pedestrians [23]. Metro rail is constructed either in underground tunnels
or on elevated rails above street level and it uses designated lines between stations with electric
multiple units on rail tracks. They are typically integrated with other public transport like with
local busses, rickshaws and autos to provide better mobility to the commuters.

1.5.2.2 Benefits of introducing metro rail system in Nepal (particularly in KTM)

 The Metro Rail is a pollution free and environmental friendly system which would
effectively bring down the traffic congestion problems on city’s roads and ensure lower
rate of accidents.
 The vehicle density on the roads will be less which will save the commuter time.
 Metro rail provides comfortable journey with coaches which are fully air conditioned and
automated systems like computerized ticketing, signaling systems with advanced
technology, train protection system with automatic controls and integrated alert systems
for the security concerns.
 Services like ATMs, food joints, coffee houses and other necessity stores at these stations
enhance the pleasure of journey by metro rail.
 Such modern means of transportation system reduces burden on roads and therefore
ensures a longer and better lease of road life.
 Thus it also results into comparative savings of budget allocated by the state government
on the maintenance of roads.
 With an in built noise reduction technology, there will be significant change in the noise
levels on the roads.
  It also improves quality of life in city thus will enhance the health of its citizen as till date
it is only transportation means with no emission of Co.
 With “regenerative systems” it recovers energy for power generation when braking. I.e.
there will be less energy waste.

Metro is of utmost importance in city areas which are mostly congested and densely populated
which creates severe challenges to regulate normal traffic poses due to major commercial markets,
heavy traffic and residential areas.

1.5.2.3 Conceptual System Design

In engineering design is one of the essential and important factor that will decide the present and
future of any project either it is technical or non-technical .Design Metro rail technology offers the
advantage of latest technology being available off the shelf with standardization and
indigenization. This technology has already stabilized for reliability, acceptance and availability
of manufacturing infrastructure (for spare parts etc.).

1.5.2.3.1 Track Design

Gauge
The gauge of a railway track is defined as the clear minimum perpendicular distance between the
inner faces of the two rails.
Broad Gauge: width 1676 mm to 1524 mm or 5’6” to 5’0”
Standard Gauge: width 1435 mm and 1451 mm or 4’-8⅟2”
Meter Gauge: width 1067 mm, 1000 mm and 915 mm or 3’-6”, 3’-33/8” and 3’-0”
Narrow Gauge: width 762 mm and 610 mm or 2’-6” and 2’-0”.

Figure 0-8 Categories of gauge depending on size

Following are the factors affecting the choice of a gauge:
Traffic Condition: If the intensity of traffic on the track is likely to be more, a gauge wider than
the standard gauge is suitable.
Development of Poor Areas: The narrow gauges are laid in certain parts of the world to develop a
poor area and thus link the poor area with the outside developed world.
Speed of Movement:
The speed of a train is a function of the diameter of wheel which in turn is limited by the gauge.
The wheel diameter is usually about 0.75 times the gauge width and thus, the speed of a train is
almost proportional to the gauge.
If higher speeds are to be attained, the broad gauge track is preferred to the metre gauge or narrow
gauge track.
Cost of Track:
The cost of railway track is directly proportional to the width of its gauge.
If the fund available is not sufficient to construct a standard gauge, a meter gauge or a narrow
gauge is preferred rather than to have no railways at all.
Nature of Country:
In mountainous country, it is advisable to have a narrow gauge of the track since it is more flexible
and can be laid to a smaller radius on the curves.
This is the main reason why some important railways, covering thousands of kilometers, are laid
with a gauge as narrow as 610 mm [24].

Figure 0-9 41kg Rail Profile

1.5.2.3.2 Bogie Design

Design principles
A bogie is a structure underneath a railway vehicle body to which axles and wheels are attached
through bearings. The term “bogie” is used in British English, while a “wheel truck”, or simply
“truck” is used in American English. The overall term is “running gear”, which covers bogies as
well as vehicles with two, or more axles without any bogies. In this case, these axles are directly
fitted to the vehicle body via guiding devices and springs, and for very low speeds even without
springs [25].
Running gears serve a number of purposes:
 Support of the railway vehicle body
 Stability on both straight and curved tracks.
 Providing ride comfort by absorbing vibration, and minimizing centrifugal forces when the
train runs on curves at high-speed.
 Minimizing generation of track irregularities and rail abrasion.
Bogies are classified as articulated bogies and non-articulated bogies, depending upon the number
of axels (single axle, two axle, three axle) Bolster and, Bolster less bogies
Two non-articulated bogies usually support one rail car body, but the articulated bogie supports
the back end of forward car and the front end of rear car. Based on number of axles two axle bogie
is most commonly used as it is simple and decreases the impact of track irregularities.
Basic Bogie Parts:
Bogie frame: Bogie frame accommodates the various bogie equipment and fabricated by welding
together two side to form H shape. Bogie frame can be made of steel, cast steel or carbon steel.
Use of carbon steel makes bogie lighter in weight [26].

Figure 0-10 Bogie Frame

Wheels and flange:
A train wheel or rail wheel is a type of wheel specially designed for use on rail tracks. A rolling
component is typically pressed onto an axle and mounted directly on a rail car or locomotive or
indirectly on a bogie (UK), also called a truck (North America). Wheels are cast or forged and are
heat-treated to have a specific hardness [4].

Figure 0-11 Wheel Set of Bogie

Most train wheels have a conical geometry, which is the primary means of keeping the train's
motion aligned with the track.[1] Train wheels have a flange on one side to keep the wheels, and
hence the train, running on the rails when the limits of the geometry-based alignment are reached,
e.g. due to some emergency or defect. Hunting oscillation. Some wheels have a cylindrical
geometry, where flanges are essential to keep the train on the rail track [19].
Depending on the size of railway track and load on bogie the material of the wheel is selected. For
the law size and low loads like trams the wheel are made of rubbers or other polymers. For the
large size of track and high loads the wheel are made of high carbon steel with many chemical
process and strengthening process. The flange provides the support to the weels to be in track and
to avoid derailment and increases the life of wheel.
Bogie Transom: Transom is a transverse structural member of bogie frame which support the car
body part and traction motor.

Figure 0-12 Transom of Bogie

Primary suspension: Primary suspension carries the weight of bogie frame and anything attached
to frame. There are different types of primary suspensions: pedestal spring swing type, leaf spring
type, coil spring with cylindrical laminated rubber etc.

Figure 0-13 primary suspension

Secondary Suspension: Secondary suspension are air cushion bags which are in between frame
and car body. Its function is to provide comfort ride and reduce the vibrations from bogie to car
body.

Figure 0-14 Secondary Suspension

Brake Cylinder: Each wheel is provided with a brake disc on each side and a brake pad actuated
by the brake cylinder. A pair of pads is hung from the bogie frame and activated by links attached
to the piston in the brake cylinder. When air is admitted into the brake cylinder, the internal piston
moves these links and causes the brake pads to press against the discs. A brake hanger
support bracket carries the brake hangers, from which the pads are hung.

Figure 0-15 Bogie Mounted Brake Cylinder with In-Built Slack Adjuster

Axlebox: Axleboxes are the linking design element between the rotating wheelset and the quasi-
static frame of the bogie or running gear of a railway vehicle. All forces acting between these
components are transmitted via springs, dampers and guiding elements. Axleboxes and axlebox
bearings/units have always been a vital component in the reliability of railway rolling stock and
they have a considerable influence on the operating safety, reliability and economics of railways
[27].

Figure 0-16 Axle of Bogie

Bearing: in bogie depending on the load on the axle/wheel the type of bearing is selected. There
are basically three types of bearing used for the rails. Tepered roller bearing is used for low to
middle loads in bogie. Similarly for high loads on train the cylindrical bearing is used [25].

Figure 0-17 Cylindrical Roller Bearing

Drive system
Drive systems in railways are used to transmit the torque from the traction motor or the combustion
engine, usually operating with higher speeds, to the wheelset via a one, two or more shift gearbox.
Drive systems have to be powerful, environmentally friendly, very reliable, and cost-effective and
have a low need for maintenance. The requirement for such maintenance is much more stringent
than those required of cars, for example, because the intervals between servicing need to be much
longer. New main line locomotives are maintained frequently, but major service is done after the
locomotive has logged between 1 million and 1.5 million km. These locomotives operate, on
average, more than 1000 km a day. Very high speed trains operate with speeds up to 350 km/h and
reach much higher mileages.

Figure 0-18 Nose suspension drive design with shortened bearing distance on the axle shaft for more modern
designs to save weight
1.5.2.3.3 Coaches Design

The outer shell of the train/metro that carry the passenger or load within it is called coaches. The
overall part that lies on the bogie frame is also called coaches. Depending on the feature and
requirement the coaches are of different type.
Based on the basic structure Indian Railways has following types of coaches.
 IRS Coach
 ICF Coach
 BEML Coach
 LHB Coach

Figure 0-19 Coaches of Delhi Metro Figure 0-20 In Side View of Delhi Metro

Locomotive
An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or
on-board energy storage such as a battery or a supercapacitor. Electric locomotives are quiet
compared to diesel locomotives since there is no engine and exhaust noise and less mechanical
noise [4]. Electric locomotives benefit from the high efficiency of electric motors, often above
90% (not including the inefficiency of generating the electricity). Additional efficiency can be
gained from regenerative braking, which allows kinetic energy to be recovered during braking to
put power back on the line. Newer electric locomotives use AC motor-inverter drive systems that
provide for regenerative braking. Electric locomotives are quiet compared to diesel locomotives
since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating
parts means electric locomotives are easier on the track, reducing track maintenance. Power plant
capacity is far greater than any individual locomotive uses, so electric locomotives can have a
higher power output than diesel locomotives and they can produce even higher short-term surge
power for fast acceleration [19].
 Figure 0-21Electric Locomotive

1.5.2.3.4 Overall design of bogie

Figure 0-22 Simplified Design of Bogie

There are more than 1000 component of single bogie and this number is around 10000 if the
whole mass transit system is taken in consideration. This report is basically about the design of
the essential component of bogie component as well as the coaches’ design of the metro for the
context of Nepal.
1.5.2.3.5 Overall Design of Coaches

Figure 0-23 Modern articulated vehicle designs containing several body sections enable easy access inside
the vehicle and contribute to passenger safety. The body

There are more than 1000 component of single bogie and this number is around 10000 if the
whole mass transit system is taken in consideration. This report is basically about the design of
the essential component of bogie component as well as the coaches’ design of the metro for the
context of Nepal.

1.5.3 Working Mechanism

An electric locomotive is essential box full of transformer and semiconductor. A pantograph

collects electricity from overhead wires and transfer it to a transformer which sets the electric
power to the desired level for the working of motor. A connection with the axle brushes completes
the circuit. From the transformer the alternating current drawn from the overhead wires is
transferred to the main rectifier which converts it into DC. The main and axillary inverter converts
the dc current into three phase alternating current. The 3 phase alternating current powers the ac
traction motor which then powers the wheels. For the traction motor to efficiently drive the wheels
many small but important components are needed axillary inverter and rectifiers powers the
smaller components. Transformer and rectifiers releases lots of heat therefore need to be cooled
continuously theses important job are done by cooling fan which are operated by axillary inverter.
 Figure 0-24 Working of Electric Locomotives

A compressor also powered by axillary inverter is used to supply air at the required pressure to
operate the pantograph. A battery supplies power for initial and essential circuit. The battery is
usually connected across the D.C control supply circuit. Finally the traction motor provide lots of
heats and requires cooling. A traction motor is cooled by separate cooling fans which also draw
the cover from the axillary inverter and rectifiers [28].
The functioning of electric locomotive involves current collection by a pantograph continuously
touching the overhead wire, running over the bus-bar of the locomotive roof to surge arrester and
Vacuum circuit breaker (earlier Air Blast Circuit Breaker popularly called DJ). Output of vacuum
circuit breaker is connected to transformer through cable head termination (formerly condenser
bushing). Output of Transformer is processed to feed traction motor. Development of processing
technology over the last 80 years has led to different class of locomotive of which three class of
locomotive is in operation over Indian Railways. There are three types of locomotive operating
over Indian Railways with different power conversion configuration.
 Single phase transformer with Tap changer of 32 notches at primary side and two
secondary winding to feed two circuits of three traction motor connected in parallel, using
bridge rectified to convert AC into DC and smoothing reactor. This configuration is in
WAM4, WAG5, WAG7, WAP1, WAP4 class of locomotive.

 Single Phase transformer with two secondary feeding to Thyristor base controlled rectifier
converting AC` into controllable DC (WAG6A, B&C). The circuit configuration is same
as above except Diode Bridge rectified is replaced by thyristor base controlled bridge
rectifier. The transformer is step down transformer without having winding for different
steps and controlled output is obtained by controlling through firing angle of thyristor. This
technology did not pursue because of development of GTO with three phase traction motor.
 Figure 0-25 power circuit of electric locomotive with tap changer

 Single phase transformer with step down output fed to line and load side converter using
three phase traction motor. Converter-Inverter set converts AC into DC link and then three
phases AC.

Figure 0-26 Converter-Inverter set

1.6 Operation of the Mass Rail Transit (Metro)

1.6.1 Introduction

The planning, crewing, movement and control of trains based on modern practice around the world
and showing some examples where suitable. It is not concerned with signaling except where it is
used to control trains.

1.6.2 Head way

This is the name given to the elapsed time between trains passing a fixed point in the same direction
over the same track. It is usually expressed in seconds or minutes e.g. "trains were running at a 4-
minute headway". Another way of expressing it is as trains per hour (tph).
A well run railway will conduct research to determine how many fare paying customers are likely
to show up at various times of the day and will operate their trains to suit. In many instances the
patronage numbers will show that it is possible to run trains at even intervals or at a given
"headway". This may be at two hours for a long distance, main line route or two minutes for a
metro.
Once established, the headway is used in calculating the number of trains required for a particular
service, the train performance requirements and signaling requirements.

1.6.3 Terminals, Loops and Turn backs

There are three ways of turning a train requiring to reverse its direction at the end of a trip. First a
simple change of direction where a locomotive is placed at the other end of the train or, where
driving cabs are available at both end of the train, can be achieved in a train in a single terminal
platform with a track on either side as shown right.

Figure 0-27 single end to end metro line with two platform terminal at each end

Second, we can drive the train around a loop track beyond the terminal station - provided we have
the space to build the loop (diagram right).
 Figure 0-28 Simple Metro Line With Terminal Loop At The End

Finally, you can provide a reversing track (or turn back, as it is called in the US). The train deposits
arriving passengers in one platform and goes forward to the siding where it changes direction and
then proceeds into a departure platform. In this diagram (up), a single reversing track is shown at
the left hand end while the double set of reversing tracks are shown at the right hand end. The
latter is the usual option and can be seen in such places as Paris Metro and Tokyo Underground
and London.

Figure 0-29 Simple Metro Line With Single Reverse Siding At The End

The first option - a simple reversal procedure - is the most popular since it uses least space and is
reasonably quick. For the second option, tram or light rail operators who equipped their trains with
a cab at one end only favor the loop. Some metro operators also use it, notably Paris and New
York.
The third option is a reversing or turn back track as shown above (left hand end) but it is often
used also when turning trains at a location mid-route. The siding is provided beyond the station
between the main running lines and is connected to both, as shown below.
This solution is popular for urban and suburban systems where the inner section of a route has a
requirement for a higher frequency service than the outer section.
An alternative layout is where a two-track terminus has its tracks extended beyond the station
(diagram left). This arrangement allows trains to be stored between the peak hours or at night. A
defective train can be stored there until it can be repaired or sent back to the depot.

1.6.4 Train Service Planning

Here is an example of how a train service is planned for the peak hour of a short metro line. It is
supposed that we could call it the Forest Line. The diagram below shows the elements involved
in planning the train service. First, we have to find out how many passengers will use the
service. This involves assessing the numbers of people in a given area who will come to the station
during each hour of the day and how they will get there. Some will walk, some will use a bus
service (if there is a good connection) and some will drive, if there is cheap parking. For walkers,
500 to 800 meters is about the limit. Bus users will usually prefer to get a direct route and good
integration of transport will allow bus routes to be organized to feed rail stations. Often, this
process requires political commitment - essential if the resources are to be used properly.

EASTBOUND
FOREST LINE

SWAYAMBHU

KALANKI BALAJU
MACCHA
POKARI
EKANTAKUNA
NAYAN
GOPAL
CHOCK
SATDOBATO

CHABAHIL

KOTESHWOR
SINAMANGAL

0 122 109 95 102 117 92 114 118

124 109 97 102 115 91 117 116 0

Figure 0-30 Passenger Per Hour Per Direction from Koteshwor To Sinamangal (RING ROAD)
The next stage is to determine where the people want to go and when. For planning a new railway,
this will be critical in deciding the best route. For existing lines, the development of the city may
already have resulted from the routing of lines.
All of this "origin and destination" patronage data is fed into a computer program and the numbers
for each station, each direction and during each hour are derived. Such programs are usually
owned by consulting companies who are engaged to do the work or who license the operator to
use the software. The end result is a set of numbers for each station which show:
 Passengers boarding trains in each direction.
 Passengers alighting from trains in each direction.
 Passengers riding on trains between stations for each direction.
 Passengers transferring from line to line at interchange stations (if any).
To allow the train service to be planned, the patronage study generates "passengers per hour per
direction" (pphpd) as shown at the top of the diagram above. In our case, we see the passenger
numbers travelling between each station but, for simplicity, only the eastbound direction. The
"curve" generated will not necessarily look like the one above on a suburban route, where there is
often a buildup starting at one end of the line which carries on building up until the terminus is
reached and the train is full (to bursting sometimes).

1.6.5 Round Trip Time

Once the patronage is determined, the train service has to be planned to carry the people who turn
up. During the peak hours, this can be a lot of people. The frequency and number of trains
required has to be calculated to match. First the run times are worked out, again by a computer
program which includes the profile of the line (curves, gradients, station locations, dwell times at
stations etc.) and the performance of the trains to be used. On heavily used lines, the program may
incorporate the patronage figures to estimate the number of seconds each train has to stand or
"dwell" at each station while loading and unloading takes place.
The diagram of our imaginary Forest line above shows in red the computer generated arrival times,
in seconds, for a train running in each direction. Added together and with allowances for terminal
standing times, the program will eventually provide a "round trip time", i.e. the time it takes to run
from one end of the line to the other, wait at the terminus, run back to the starting place and wait
for the next round trip departure time.
In our example above, the run time from Koteshwor to Sinamangal is 869 seconds and the time
back from Plane to Ash is 871 seconds. There is a 120 second dwell at each terminus to allow the
train to change direction and load/unload passengers. This is actually longer than needed but we
usually leave in a bit of extra time for delays - known as "recovery time". This time is also used
to give a round trip time to balance the service interval. The end result - our round trip time - is
1980 seconds or 33 minutes.
1.6.6 Train Loading

The next step is the train loading. First we determine the train capacity - in our example above,
we have used a capacity of 700 passengers. This is a fairly small number for a modern metro line
but it is used in London for some lines and for those places which have short trains. At the other
end of the scale, in Hong Kong, the Kowloon Canton Railway uses over 4000 passengers per train
as the planned capacity of its 12 car trains. On one occasion, 363 passengers were counted
travelling in one 24 meter car.
The density of passengers also determines the total capacity. In Western countries, the standing
capacity of a train will often be calculated at 4 or 5 passengers per sq. /m. In the Asian context,
this number rises to 8 per sq. /m. Europeans want lots of space, Asians don't seem to mind so
much. The standing area is the free floor area of the car, i.e. where there are no seats.
We also decide on a load factor. No train will fill with passengers equally from end to end and
passengers will not arrive at stations in steadily flowing numbers throughout each hour. So, a load
factor is applied. In our case, it is 85%, a relatively small allowance used in Hong Kong because
of the density of traffic. Larger allowances may be appropriate in other countries.
Now we know the capacity of the train (700 * 85% = 595), it is a relatively simple sum to use the
patronage data to determine the number of trains required each hour. We divide the numbers of
passengers travelling along the busiest section of line (11,500) by the train capacity (595) to get
trains per hour (19.32). We have to call it 20 trains per hour as we can't run 0.32 of a train. Twenty
trains per hour is equivalent to a train every three minutes or a 3-minute headway.

1.6.7 Rolling Stock Calculations

We are now ready to calculate the rolling stock requirements. To find out how many trains are
required to operate a regular interval passenger service, the following simple formula is applied:
Round trip time divided by the headway.
In our Forest Line example above, the round trip time is 33 minutes and the headway is 3 minutes,
so we need 11 trains to operate this service during the hour when there are 11,500 passengers
travelling over the busiest section of line. Some railways keep a "service spare" train on standby,
in case a service train becomes defective or a disruption to the service leaves a gap in the headway
which needs to be filled temporarily. In this case we might plan to have 12 trains available for
service and we will have to add one or two extra to cover maintenance requirements.
 EASTBOUND
FOREST LINE
SWAYAMBHU

KALANKI BALAJU
MACCHA
POKARI
EKANTAKUNA
NAYAN 1 train siding
GOPAL
SATDOBATO CHOCK

CHABAHIL
KOTESHWOR
SINAMANGAL

0 122 109 95 102 117 92 114 118

124 109 97 102 115 91 117 116 0

Koteshwor Depot (7
trains) Siding (4 trains)

Figure 0-31Metro Lines Showing Location Overnight Stabled Trains

After the peak hours, the numbers of passengers will drop so the train service can be reduced to
match. This will often mean, for a metro line, about a 40% or even a 50% reduction in the number
of trains required. The planned train loading will usually be reduced during off-peak hours to
allow a greater percentage of passengers to get seats, so the number of trains operating in off-peak
hours may not match the patronage exactly as it does during the peak. Thus the load factor may
be 50% or less.

1.6.8 Rolling Stock Operation

The stock required to operate a regular passenger service will be calculated as we have seen above
and then a series of "diagrams" or working paths for each train will be designed. These will take
into account:
 the location of the depot
 the location of other stabling points
 the frequency of exterior washing required
 the frequency of maintenance inspections
 other routes where the trains can be used
 the location of the depot
  the location of other stabling points
 the frequency of exterior washing required
 the frequency of maintenance inspections
 other routes where the trains can be used
A train will have to be given time to move from its stabling point to the first station where it is
required to pick up passengers. Time will also be allowed for its return to a stabling position, its
"dispersal". Trains used to cover a weekday metro or commuter service present complicated
patterns of use which look like this:
All day use: AM start to night finish
Peak only: AM start to AM finish; PM start to PM finish
Peak and evening: AM start to AM finish; PM start to Night finish
Mid-day: AM Start to PM finish
Each train will be used on one of the above patterns, of which there will be several varieties.

1.6.9 Stock Balance

Rolling stock must be "balanced" at the end of the traffic day and timetables must be designed to
allow this. "Balanced" means that any place where trains start from (a depot or sidings) must have
an equal number of trains restored to that location at the end of the day. Here is an imaginary
example:
Our Forest Line (shown above) must provide 12 trains for the morning peak service each weekday
- 11 for service and 1 spare. Of these, 7 are stabled at Koteshwor Depot, 1 at Narayan Gopal
Chock sidings and 4 at Sayambhu sidings. One of the four at sayambhu will form the spare
train. Therefore, by the time the last train has stabled after the close of traffic, 7 trains must have
got back to koteshwor, 1 to Narayan Gopal Chock and 4 to Sayambhu.The timetables must be
designed this way and crew duties have to be arranged so that people are available to start these
trains up each morning. If there is a train short at any location because it was left at the depot for
any reason, a trip or two will be cancelled while the crew goes "away from home" to fetch it. This
is what it means when you hear that the service is disrupted because "trains were in the wrong
places" in the morning after a serious problem. It's the railway man’s version of a hangover.
Another point to realize is that it will be necessary to ensure that all trains return to depot within 2
or 3 days so that they can be washed and maintained. The balancing act must therefore ensure that
the trains rotate through the depot in this 2-3 day period. Performing this balancing act is made
easy by use of a technique known as diagramming. Before the diagrams are worked out, a
timetable has to be prepared.
1.6.10 Working Timetable

To show everyone concerned how the train service will operate and where the trains will start and
finish, a timetable must be drawn up. This is not the one the passengers see, it is a detailed one
for staff. It shows all details of all train movements, including empty moves and times in and out
of depots. It shows each train or trip identity and intermediate times for some, if not all stations. A
sample, showing the startup of the Forest Line service in the early morning, can be seen on the
working table . This includes a train working summary and train diagrams.

Table 0-3 sample working time table for metro system (source railway technical website)

1.6.11 Timekeeping

The first premise for timekeeping is to have clocks which tell the correct time. Systems for the
central control of clocks to very accurate standards are widely available and are well worth the
cost of installation and maintenance and can even be used and paid for as a marketing tool. Much
of the cost can often be offset by advertising around the clock displays in public places. Times
should also displayed in conjunction with train descriptions and arrival/departure
information. Passengers should be able to set their watches by the station clock and know that it
will always be correct. There is no excuse for railway clocks which do not tell the correct time.
The definition of "on time" has been elasticized in recent years, so much so that UK main line
routes have classified on-time as any train which arrives within ten minutes of its timetabled time.
This cannot be held up as a good customer relations exercise, nor good railway practice. Two
minutes might be considered acceptable, if penalties were to be calculated in a contractual sense.

1.6.12 Recovery Time

In order to "improve" timekeeping, railways have always provided recovery time in

timetables. This is extra time, above that usually required for a train to complete its trip on time,
allocated in case of a small delay or temporary speed restriction. We saw this in our example
above where terminal time was extended a little. Unfortunately, it has become much abused in
recent years in the UK and huge levels of recovery have been built in - as much as 15% in some
cases.
It does not make for good public relations when trains arrive at the outskirts of a city 10 minutes
early and the passengers have to cool their heels in a stationary train knowing that they are only a
few minutes travel time from their destination. Recovery time should be strictly limited and
eliminated altogether when possible. It should not be used as an excuse for bad timekeeping.

1.6.13 Stop Skipping

A plague that has attacked the railway control philosophy in Britain in recent years is ‘stop
skipping’. This is where the line controller decides to order a late running train to miss certain
stations where, in the timetable, it was booked to stop. It is used to allow a train to make up
previously lost time. In my view this is putting the railway before the needs of its customers and,
not surprisingly, this is recognized as such by passengers. It is much despised by the travelling
public and it creates further resentment by passengers on an already late-running train. It should
be banned.

1.6.14 Terminal Occupation

Terminals are usually located in densely occupied areas and often date from an era when land was
cheaper than it is now. Opportunities for expansion are limited so, for busy terminals, efficiency
of operations is very important. It is essential that trains do not occupy a platform for any longer
than necessary to unload the arriving train and prepare it for departure.
Trains may require cleaning and/or re-provisioning whilst in a terminal platform, since the old
practice of removing a train from the arriving station at the end of every trip, cleaning and
restocking it for catering requirements and returning to service for a later trip, is inefficient. Toilets
may also be drained and provided with clean water in terminals, if special facilities are
provided. Diesel refueling is generally done away from the passenger areas.
Track layouts at many terminals are complex and compact, due to the shortage of space. Flexibility
of operation requires careful design of the layout and short run-in and run-out times. Restrictions
due to signaled protection systems for dead ends will restrict train movements at peak times. A
peak hour platform occupancy of more than four trains in the hour is unlikely for long distance
services. Main line terminal operators would think they were doing well if they could get a
platform utilization of three, long distance EMU trains an hour in a dead end terminus like Victoria
(London).
For metro operations, terminals are usually small and can accommodate a much higher frequency
of trains. No dwell time is lost at peak times because of cleaning or catering. A two-platform
terminus with a scissors crossover of suitable speed (as provided for Central, Hong Kong MTR)
can allow a service of 34 trains per hour to be reversed if special crewing arrangements such as
"stepping back" or "double-ending" are used.

1.6.15 Stepping Back

This is a crew change system used at a two-track, island platform terminal to reduce train turnround
time. When the first train arrives, the driver shuts down the cab and alights. Another, waiting
driver, immediately enters the cab at the other (departure) end of the train and "opens up" the cab
ready for departure. The first driver, meanwhile walks to the departure end of the opposite
platform. When a train arrives in that platform, he enters the rear cab, waits for the arriving driver
to shut down his cab and then prepares the rear cab for departure. When this is done the train is
ready for departure. It should not be confused with double-ending. It has been used at, for
example, Brixton (Victoria Line, London) and Central Station (Tsuen Wan Line, Hong Kong
MTR) to good effect.

1.6.16 Double-Ending

This is another method of turning trains quickly at a terminus. A train (assuming there are drivers'
cabs at both ends) is provided with a driver at each end to give a rapid turnaround.
In the most common scenario, the train arrives at an arrival platform in a terminus with one driver
in the leading cab. A second driver boards at the rear cab while the passengers are alighting from
the train. The train is driven into a siding beyond the terminus by the first driver. As soon as he
has stopped the train, he shuts down his cab controls and the second driver at the other end
immediately opens up his cab. As soon as the route into the departure platform is cleared the
second driver takes the train into the platform where passenger’s board and the other driver alights.
This method is much favored by the Paris Metro. Indications in cabs, such as an "Other Cab On"
light, are usually provided to show when the other cab is switched out or "shut down", as they say.
Sometimes, the same procedure is used but the second driver joins the train at the station before
the terminus and the change of direction is carried out in the terminal platform instead of in a
siding. The disadvantage of this method is that boarding and alighting passengers are mixed on
the same platform. This can defeat the object of double-ending, which is to reverse trains as quickly
as possible under heavy traffic conditions.
And then there's the way it's done on the Toronto subway: each train carries two drivers at all
times. The one who isn't driving operates the doors. This is normally done from a position 2 cars
from the rear of the 6-car train, but it can be done from any cab. So if a quick turnaround is needed,
the rear man just moves to the back of the train before the reversing station and the front driver
closes the doors from what was the front cab before moving up two cars [29].
2.3 Study Design

First Semester Second Semester

Project initialization, Simulation of the CAD

proposal and
model
management

Literature Review
Result and data analysis

Data collection about

need for metro Modification of project based on
feedback

Design calculation
Development of the design focusing on
aesthetic and engineering consideration

3D design of model
Data analysis

Mid-term report
submission Final report submission
1.7 Gantt chart

Months 1 2 3 4 5 6 7 8 9 10

Project topic
finalization
Literature
Review
Proposal
submission
Design and
study of
machine
components
Calculation

Mid-term report
submission and
presentation
Result and data
analysis
Modification of
project
Aesthetical
consideration
Data analysis

Final report
Submission and
Presentation
 CHAPTER 3 BUDGET ESTIMATION
CHAPTER 4 EXPECTED OUTCOME
 3D model of the safe and comfort mass rail transit (metro) in context of Nepal (especially
for ring road).
 Please include????