E-ELT M4 adaptive unit final design and construction: a progress report

2016 ◽  
Author(s):  
Roberto Biasi ◽  
Mauro Manetti ◽  
Mario Andrighettoni ◽  
Gerald Angerer ◽  
Dietrich Pescoller ◽  
...  
Keyword(s):  
Progress Report ◽  
Final Design ◽  
Design And Construction

Milwaukee Streetcar Overhead Contact System: A Challenging Design Effort

2019 ◽  
Author(s):  
Paul F. White ◽  
Gerti Kola
Keyword(s):  
Contact System ◽  
Electrical Safety ◽  
Light Rail ◽  
Original Design ◽  
Foundation Design ◽  
Pendulum System ◽  
Contact Wire ◽  
Current Collection ◽  
Final Design ◽  
Design And Construction

The new Milwaukee Streetcar system has been in the planning, design and construction phases for over 10 years and on November 2, 2018, operations with a combined overhead contact system and streetcar battery power commenced ushering in a new era of growth for the City of Milwaukee. Many challenges in the design and construction of the overhead contact line and power system were encountered during this time period including budgetary constraints, multiple pole location changes, underground obstacles, low clearance bridges, alignment changes, utility conflicts, and changing vehicle requirements. The line was originally designed for pantograph operation but soon adapted for pole/pantograph current collection and then changed back to pantograph only current collection during the final design. The original design consisted of underground feeder cables to supplement a 4/0 contact wire but eventually not utilized due to budgetary constraints. Instead, a larger 350 kcmil contact wire was used with no paralleling feeder cables. The added weight of a 350 kcmil wire with wind, ice and low temperatures created high forces in the overhead contact system (OCS) leading to challenges in pole and foundation design where compliance to the National Electrical Safety Code (NESC) was required. The OCS style originally proposed and finally constructed used an inclined pendulum suspension (IPS) system that was constant tensioned with rotating springs deemed by the installing contractor superior to balance weights. The pendulum system was chosen as it is simple, lightweight, less visually obtrusive, and more economical than other suspension systems such as stitch and steady arm that are being used on other streetcar or light rail systems. IPS has provided Milwaukee with an excellent operating overhead contact system. Buildings along the route that were not historic structures were utilized where possible for span wire attachment but in many locations long bracket arms up to 40 feet long had to be used requiring special designs to keep the size of the pipes standard with the rest of the system. Challenges arose at low bridge underpasses where the contact wire had to be below required code height and special precautions had to be undertaken. Other areas such as the St. Paul Lift Bridge proved challenging as well where special electrically interlocked OCS devices were initially designed to de-energize the overhead wires and is further discussed with the reasoning for their use. This paper outlines the phases of design, the changes to the design that occurred over time, the challenges encountered to the OCS design, the method of design, and the final disposition of the design for construction. It further outlines the construction of the system and problems encountered with poles, foundations, bracket arms, traction power substations, contact wire, feeder cables, and winter conditions affecting the integrity of these structures and how some of these problems were solved.

scholarly journals COACH TERMINAL AS IMPORTANT ELEMENT OF TRANSPORT INFRASTRUCTURE

Transport ◽  
2007 ◽  
Vol 22 (3) ◽  
pp. 200-206 ◽  
Author(s):  
Vaira Gromule ◽  
Irina Yatskiv
Keyword(s):  
Simulation Model ◽  
Transport Infrastructure ◽  
Land Availability ◽  
Final Design ◽  
Visual Reference ◽  
The City ◽  
Simulation Package ◽  
Design And Construction

The determination of the coach terminal as passenger logistics hub is described. The factors responsible for successful functioning of this hub are discussed. The location of the coach terminal is one of the important factors. The present coach terminal is located in the heart of the city where land availability is critical. The simulation model of the terminal was developed to complement the design and construction of a new one. The used simulation package VISSIM has visual reference to assist in explaining the complexity of transport node's job and analysis of possible congestions. During the development of the modelling the critical bottlenecks are identified and decisions are taken to reduce the risk of their occurrence, the solution being immediately incorporated into the final design of the coach terminal under development.

Innovative Design Solutions Speed Construction of Commuter Rail Corridor

2010 ◽  
Author(s):  
John W. Hronek
Keyword(s):  
New Mexico ◽  
3D Design ◽  
Improvement Project ◽  
Railroad Bridges ◽  
Commuter Rail ◽  
Design Build ◽  
Final Design ◽  
Construction Documents ◽  
Construction Plans ◽  
Design And Construction

This paper will detail the design challenges and construction of the extension of the New Mexico Rail Runner commuter rail corridor from Bernalillo, NM to Santa Fe, NM. Numerous innovative solutions were implemented in the design and construction of the project to meet the aggressive schedule dictated by the client. The project was awarded to the design-build contractor in August 2007 and the line was opened to traffic in December 2008. This project was an important component of the New Mexico statewide transportation improvement project. Project final design and construction plans for the 18 mile extension were completed in five months. Construction started prior to completion of the final construction documents. The design was planned to provide a steady flow of Approved for Construction (AFC) documents to facilitate construction. Project highlights included eighteen miles of welded rail on concrete ties, six railroad bridges, one highway bridge overpass, two rail passing sidings, six concrete box rail crossings and 18 miles of new 136lb welded rail on concrete ties. The project is designed to meet the operating requirements of Class IV track and an operating speed of 79 mph. The major civil quantities included two million cubic yards of earthwork, 59,000 square feet of MSE retaining walls, 263,000 tons of ballast and subballast, 98,000 track feet of rail, and 50,000 concrete ties. The project team (NMDOT and Design-Build Consortium) collaborated by meeting weekly and reviewing plans and solutions, prior to acceptance for construction. Key to this effort was the use of the 3D design model created for the entire project leading to refining of the project quantities, reducing cost and allowing the NMDOT to remain within the budget established for this project.

Final design and construction of the ERIS calibration unit

2018 ◽  
Author(s):  
Gianluca Di Rico ◽  
I. Di Antonio ◽  
Mauro Dolci ◽  
Angelo Valentini ◽  
Amico Di Cianno ◽  
...  
Keyword(s):  
Final Design ◽  
Calibration Unit ◽  
Design And Construction

DUAL-AXIS DRIVE FOR A MARS ROVER

2007 ◽  
Vol 31 (4) ◽  
pp. 547-557
Author(s):  
Andre Shoucri ◽  
Emmanuel Resch ◽  
Egbert de Groot ◽  
Jean-Philippe Drouin-Bouffard ◽  
Alexei Morozov ◽  
...  
Keyword(s):  
Power Consumption ◽  
Linear Actuator ◽  
Simultaneous Operation ◽  
Orthogonal Functions ◽  
Mars Rover ◽  
Locking Mechanism ◽  
Final Design ◽  
Drive Systems ◽  
Axis Drive ◽  
Design And Construction

Conventional Mars rover designs incorporate complicated drive systems. In order to reduce weight, complexity and power consumption, it may be beneficial to consolidate the orthogonal functions of wheel-walking and steering into a single drive. The simultaneous operation of both steering and wheel-walking is not required. This paper demonstrates the concept of a dual-axis drive through the design and construction of a scaled prototype. The final design is novel in employing a linear actuator which is eccentric to both axes of motion. A switching and locking mechanism provides transfer between the two different functions at multiple angular positions.

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