U.S.

DEPARTMENT OF COMMERCE
National Teehnitallnformation Semee

PB-254789

Subway Environmental Design Handbook

Vol. II. Subway Environment Simulation
Computer Program (SES). Part 1

Transit Development Corp.

Prepa red ft',r

Urban Mass Transportation Admin.

October 1975

_ _ _.J
Technical Report No. UMTA-DC-06-00l0-7S-l
TRANSIT DEVELOP!.fENT CORPORATION, INC.
Washington, D.C.

PB 254 789

SUBWAY ENVIRONMENTAL DESIGN HANDBOOK

VOLUME I I
SUBWAY ENVIRONMENT SIMULATION COMPUTER PROGRAM ( SES )
PART 1: USER'S N.ANUAL

October :'975

ASSOCIATED ENGINEERS/A JOINT VE~TURE

Parsons, Brinckerhoff, Quade & Douglas, Inc.
DeLeuw, cather & Company
Kaiser Engineers

Prepared by
PARSONS, BRINCKERHOFF, QUADE & DOUGLAS, INC.
Consulting Engineers New York, New York

for
UNITED STATES DEPARTMENT OF TRANSPORTATION
Urban Mass Transportation Administration
Office of Research and Development
Washington, D.C. 20590
_ Rl~lDIY
 Technical k~port OocutJ'lcntotio.l P09~

~',',R~e~PO_"_N~07'~~
rUMTA-DC-06- nOl0-75-1
__________ J' 2_._G_o_ve_,"_m_e"_'_A_cc_e_'S_io_n_N_O.
I 3. Recip.ent', Cotolog ~".-

PB25q789
•• Tille and Sub,,,I. 5. Report Date
SUBWAY ENVIR)NMENfAL DESI"'N HANDBOOK October 1975
VOLUME II t-7--.;--;---~---::-:---.---
6. Per'orrning OlgOl1iICl1iO!'\ Code
SUBWAY ENVlROlJME,'IT SIr.uLATION OOMPUI'ER PROGRAM (SES)
Par: 1: User's Manual
1--:;7;"-.-:A-u''7' -,''''',.""')- - - - - - - - - - - - - -
ho
------------------------1 8. PerforMing Crgoni xotion R"port No.

See Item 15
. .,..(T-:R-A-IS~I---------
9. Performt", O'flanitofion Ncrme :md Addres'--------------------f·:'I="O....",.Wo...."k:-':":"Un-'·'"'""N"""o-
Transit Development Corporation, Inc. OC-06-00.;;;1.;;;O-.-______--..,;
1770 M Strl:et, N. \'I. 11. Con"o<I 0' Gran' No.
Washington, D.C. 20036 OOT-lTf- 290 .
~=-:--_ _ ._ _ _ _ _ .________________________---. 13. 1 ype of Repo" ond Pe,;od Cove,.d
12. Sponsorin'l Agency Homo and Addrf's,
U.S. Department of Transportation 2 volume report
Urb&t Mass Transportation Acireinistration
2100 2nd Street, S.W. Sponsoring A2ency Code

Wa,>hi!}g:con. D.C. 20590

IS. Suppler:lentary Note.
Prepared by: Parsons, Brinckerhoff, Quade &Douglas, Inc.
One Penn Plaza, 250 W. 34th Street
New York, New Y_o_r_k_1_0_0_0_1_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
1--:-::---
16. Ab.lrac"
This docLornent forms part of the Subway Environmental Design Handbook. It contains
the background. iol[uii"at.i. ..:.u <UIU .tib truLl ion:; lu Cllablt: au I:llg.1l1ccr to perfonn an
analysis of a subway syste~ by using the Subway Envirolunent Sinrulation (SES computer
program. 1he SES program is a' designer-oric:lted tool ~'lhich provides estimates of
the airflow, temperature, and humidi ty charact~ristics, as well as the air-condi-
tioning requirements, for both operating and proposed multiple-track subway systems
of ~~y given design ann operating characterisitics. The SES program can be used to
evaluate the impa~t on the subway environment of alternative subway system. design
parameters such as tunnel and stat.ion cross-sectional area and length, tunnel
interconnections, location and size of ventilation shafts and passenger entrances,
.ventilation fans, train headway and operating speed', and other parameters. Tne SES
program is a numerical sllmllation model which incorporates the results of theoretical
research, scale-model tests and field tests, and has b~en verified througlt comparisons;
with measurements taken in operating sU\:)W1>Y systems. I
Volume I of the Subway Environmental Desj..~ Handbook, "Principles and Applications" :
is available at iJ1eGovernment Printing 0 ice (Stock !';umber OSO-0l4-0000fH! !
Volume I is abo available through the National Technical Infonnation Service. ;
Vol\..ll'l'le II, Pat't I: User' s ~1anual and Part II: P!'Ogrammer':; ~lanual, is aVOlilable
through the--i'lational Tcclinical Infonnation Servke.

17. K.y Wo,d. IS. O;st,ib",linn $lotc~ft1e"t

Rail Available to the Public Th;:ough the

Underground Structures National Technical Inforlll.ltion Service
Envirorunent and Environmental Control
Computer !Ipplications
Springfield, VirRinia 22161 I
Subway Railways PIKES Mlm TO 0WI6£'
f-i9. Secu,;,;Clo •• if. (of ,hi. "po-,,~,--'----r-:;20:=-.-."..s.-.-u,~"y-Ci~ .. i;. (.. f 'hi. po,.) 21. N•• of r-t .. I 22. p"u --.-1
Uncla!:wified
'---- _ _ _ • ____ ._.~~. _ _ • _ _ • _ _ a •• ___
Uncl<lssifiad
~ _ _ _ _• _ _ _ _ _ _
151'* I ~~O'~~j
I'c-rrll POT r- 170').7 (tI-nl
This document is disseminated under the sponsorship of the U.S.
Department of Transportation in the interest of information exchange.
The United States Government and the Transit Development CorporAtion,
Inc. do not assume liability for its contents or use thereof.

'l'he preparation of this Handbook has been finam:ed in part through

Ii grant Crom the United States Department of Transportation, Urban
Mass Transportation Administratlon, under the UrbM Mass Transportatiol'
Act of 1964, as amended.
 PREFACE

The Subway Env5~ronr1(~nt Simulation Computer Program (SES) is

a product of a fou~-year rc'~;carch a"" deVf~lopment project in the·

1

area of subway environment;,] control sponsored by the U.S. Department

of Transportation' 5 Urban r'!ilSS Transportation Administration and the

Transit Development Corpor<ltion, Inc. The project produced a two-

volume Subway Enviro~!l1c'nt~~ flAsign Handbook: Volume I i:. subtitled

"Principles and Applic'l.tj.ons," and Volume II cOnf.;ists of the "Subway

Environment Simulatior. Comrou ';er Progrwn (SES l, Part 1: User' s Manual"

and the "Subway Environment Simulation Cor"pucer Program (SESl, Part 2:

Programrn~r's Hanual." T!'le SES, an ?nalytical design tool, made possible

the formulatiC'n of many of the manual computation techniques and data

contained in Vol umc I.

Volume I, "Principles and Applications," describes the design

process for subw.:;.y environmentul control from establishing crittlria

and sysLe:n conceptu",l design through heat load analysis ar.d equipment

selectioll. It covers a range of parameters including temperature, humid-

ity, air quality, air velocity, and p.cssure transiercts. Typical values,

and design guides for st<lt;ons, :;ubway C'tructures, and vehicles are also

pn:sent(·d.

Pa:r;t I, Lht! U~el' <; ~jd'lUdl, j S oC<}<"lIlzed in a mdlmer to pro v lde two

convcnip.lll. decin.l.un ~;oinld fot' tt](·sn wlf,hing to assess thr: uS('iulness

i
Overview, is intended to provide a convenient summary of the types

of information which can be obt~ined from the program, allowing

a preliminary ass(;ssment of its usefulness. If a reading of the

Management Overview indicates the program may be of potential

interest, then mam:.gement :-md senior technical personnel may obtain

addjtional genecal decisjon-making illformatio~ from Chapter 2,

Technical Introdu.::tion and prog,am Descript.ion. Chapter 2 describes

in general terms the: four n.ajor suu-progrdms (Train Performance,

Aerodynamics, Temperature/Humidity, alld Bl'B t Sink/Environmenta 1

Controli and briefly describes the input data l:cquired [or pro'Jrnm

"perati·'m. It is intended to be sufficiently detailed to alLlw

a more informed decision regarding the u;;e fulness of the pro~t'am

in a particular situation.

Whereas Chapters I and 2 focu3 en what the program is capable

of doing and what iE required for its use, t~e balance of the User's

Manual is 1(eyed to the specit ic need6 of the "w\'lay design ~ngineer.

Chapters 3 t~r.o\lgr_ E provid'" d",lai.12d instructions for prpparing input

data for t...l)e simulatio'1 0:; oJ. :;p::cific jJrob'Lem, with "'mi,hasis on l:-educing

E'ngineering data to tile i'lppropriate input iorrrut. chapter 9 is intended

to assist t:IEl use" in determining lhe Ie, el of accuracy and detail required

for a pi'lrl i'~uL:1L proq.cclln "UJlicatio.1, u:-,d it ':lL~5cribes d number ot user-

to exercise in any given situat iun. Clwptel 10 f.>T.ovid"s a d·~tai led

descript.ion of the l.l1i'ut. [o:cms d,HJ the i1 5pe<...i. fiG aD. '.a rt'qui.re:nents an,-
constrai!1ts.

ii
 Chapters 13 and 14 of the User's Manu~l provide information which will

be of assistance to those directly invol','ed in the application of the pro-

gram and a number of sample problems are, provided to illustrate !Jy specific

example the applications and options of the program. Also included in.

these chapters are the results of parametric studies "lith the SES program

which may Clssist the user in specific areas of program apf/lication. Chapter

15 docwnents the iindings of a comprehensive series of field tests designeCl,

to verify the program.

The Programmer's Manual, which is designed for use by computer peYsonnel,

contains information concerning programmer options and proceduI'es. I t also

provides descriptive information regarding the operating characteristics

ar,d structure of the SES Progr;un, which perrnit a programmer to ma';e changes

in the organization and compu':er space requirements c·f the prograr,l. The

Programmer' <; Manual includes flow diagramf. of each ?f the program subrQutines

and deorivations of tht; mathunatical models on which the program is based,

Engineers desirillg to use the program <is it stands should nClt r(!quire any

of the information contained in the Programmer's Manual; the l'rogrammer's

Manual should be consul ted only by computer support staff £01" information

concerning tht~ adaptat.i.,?n (If the progr;o.;.: to a specific mac'.1ine and to e-:;tim. te

CAlmputcr run t.imes for various system cc.nfiguratlons.

Thf! user of the SES Pr~gram j s also referred to Volwne I of this

Handbook for general infoJ:tllcltion ,m suhway environmental 03naly~is

and control. The second chapter of Volume I presertt,s methodoloqies

for establiFhl.nq hwnan clitf:ria for the subway envl"orur"~'ltl the third

chapter'pxesents methodologies for manual computations Which

11i
will in many cases form a prelude to the use of the SES Program;

and the fourth chapter of that ·volume contains procedures for the

selection of environmental control equipment. The manual computations

described in Volume I are best suited for preliminary design, whereas

the SES Program is generally more appropriate for final design.

A brief note regarding the philosophy under::'ying the organization

of this manual may be useful to potential users. Considering th~

si~e and complexity of the SES Program as well as the range of

engineering disciplines involved, the most useful means of describincJ

th~ program and making it usable was a matter of considerable concern

among the members of the program development team. ~wo basic approaches

were identified and considered. One approach would have been to organ-

ize the program description to follow the seq'lence of the input forms

and to describe each inp'Jt item se: r-ately. However, the input

forms were structured and sequenced in a manner most efficient For

the development of data and the running of the program. The 1:esulting

input form orgl1nizatio;' does not present the most logical sequence

in which to methodically introduce the user to the basic concepts

and structure of the program. The alternative approach, an~ the one

eventually selected, was to de:.'!cribe the various componentr, of the

program in an order tailored to hw~an understanding rather than

computer data inputs, while at the same tim~ cross-referencing eac~

sectior, of ttJe discussion to the approprii'.tc input for ..lS. As a re-

sult, input forms are mentioned in the text in an order not neceSS~l­

ily the sarno.' as the sequence in whiCh they arc organized for \;he com-

puter. It is believed that this approach will be the most sy.1,pathetic

to the readers of the User's Manual, providing both a logical exposition

tv
 of the major char.acteristics of the program and a conq1uter-efficient

organization of the input data forms.

The SES Program and the program documentation presented in

this volume are the results of a coordinated team effort which

extended over the life of the four-year research and devel~pment

project. The members of this development team and th~ major area

of contribution by each are shown below

Principle Contributio~
--
Member

Aerodynamics W. D. Kennedy
Thermodynamics

Temperature/Humidity T. E. Hoover

Heat Sink W. W. Hitchcock

Environmental Control S. S. Levy

Train Performance J. W. Guinan

Program Documentation D. I. Stillman

This development team gratefully acknowledges the technical supt'0rt

of T. C. Chen and W. W. Metsch and the administrc\tive guidance by

N. H. Danziger and S. 5. Greenfield of Parsons, Brlnckerhoff, ~uade

& Douglas, lnr..

v
.
 ----------
TABLE OF CON'r'E~'TS

sss User's MFnual

Page

PREFACE i

1. MANAGEMENT OVERVIEW l-l

2. TECHNICAL INTRODUCTION AND PR0GR.\t-i DESCRIPTION 2-1

2.1 'l'rain performance S\:bprogram 2-4
2.2 Aorodynamic Subprogram 2-9
2.3 Temperature Humidity Subprogram 2-14
2.4 Heat Sink/Envi~onmental Con~ro1 2-18
2.5 SES Simulations aad Options 2-23
2.6 Enqineering Data Requirements 2-27

3. CEOMETRY 3-1
3.1 System Description 3-1
3.2 Schematic Diagram 3-7
3.3 Prepardtion of C~ometry Data 3-12

4. AERODYNAtlIC I'HENOt·lENA 4-1

4.1 Roughness Length (Input Form 3B) 4-4
4.:;' Head Loss Coefficients (Input Forms 3C, :D) 4-16
4.3 Aarcdyn.'1:nic Nodes and Jcnctivns (Ir.put Forms
611 through GI) 4-38
4.4 Fans 4-50

5. THERM.'\L PHENOI1ENA 5··1

5.1 Subsegmeflt Length (Input Form 3C) 5-5
5.2 Outside A.mbi.ent r.ondi Uons {Input Forms 1F, (8) 5-9
5.3 Initial Temperature and lIumidJ.ty Conditions
(Input FOIms 3E. 5B) 5-12
5.4 Stendy-Stat(' .'-{eat Sources (Input Fvrr~ :lD) ::)-15
5,5 Unste<l.dy Hr.at: Source!:' (Input Fo>:'ITI ~) 5-'W
5(' Wall SurfdC"! F. ... :tpoL·al:ion (Input F'orms Ie, 3C) 5-:21
~. : Underpla:.fol:11 ::';:':'-!au!Ot (Inp,-'t Furm IG) 5-22
Ther=dY))~111i c No:l:! Typr.> (Input Forms ni\, 63,
6e) 5-25
5.9 En\'iro!'l[!,r:nt,11 CO:ltrol :.0';1'1 Eva} uCl.tion (Ir'.I"lt.
rOl"ttlS 1:-', J~r ::lHr ~lt·,. l}Bj S-3~
5.10 lIc,;.~ Sink ::·.. .::.lu<l'.:i.c;1 (Ini?:"~ ~'or:7'::'; lB, IF, 2l",
6B) 5-41
5-48

'5. TRAIN 51NUV\'lTON OP't'ICtlo; 6-1

I. :!:'PJI.!N EOUTIti<J
7 • .' Sect.ion Sequenci.ng fot' ROUte (Input. form 8Fi
·'.2 Entering Train:, l't->on R<J·.1t~3 (Im:';Jt Porns BA,
SH) 7-10
7.3 TraCA SectIon Oe~cription (Input Fornl de) 7,·1('
7.4 Schedt:l.t!o St:.op:.; (IOlput Form bD) 7-23

vi
 TABLE OF CONTENTS

8. TRAIN PERFORMANCE 8-1

8.1 Train Operating Modes 8-'-
S.2 Train Physical Data (Input Forrn~ 9A, 9B r 90) 8-5
8.3 Train Motor OperaLion 8-11
8.4 Developing Motor Input Data 8-26
8.5 Rntering Motor Performance Characteristics
(Input Form 9F) 8-33
8.6 Entering Chopper Characteristics (Input
Form 9G) 8-34
8.7 External R~·:;istan.::e versus Train Speed
(Input r"om 9H) 8-35
8.8 Acceleration and Deceleration Character-
istics (Input Form 91) 8-37
3.9 Resistor Crid Data (Input Form ge) 8-41
8.10 Initialization of system WJ,th Trains in
Operation (Input Forn 10) 8-48
8.11 Ex~licit Train Perf0rmance Option (Input
Form 8E) 8-51

9. SES PROGRAM OPTIONS 9-1

9.1 Temperature and Humidity Simulation Option
(Inrut Form Ie) 9-1
9.2 F:nvironmental Control Load EvaluCition uption
(Input Form 1:::) 9-2
t).3 Heat Sink Summary Print Option (Input Form
le' 9-3
9.4 Suppleme~tary Outpu~ Option (Input Form IC) 9-3
9.~ HU'lliditi Oisplay Option (Input Form Ie) 9-4
9.6 Allowable Simulation Errcrs (Input Form Ie) 9-6
9.7 Allowable Input Er.rors (Input Form Ie) 9-7
9.8 Program Output 9-9
9.9 Print Cv~trols (Input Form 12) 9-17
9.10 P~oqram Control Data 9-23

10. INPUT FORMS 10-1

11. INPUl' ERROR MESSAGES 11-1

11.1 The Fatal Error Messagp. 11-1
11.2 The Non-Fatal Error ~essage 11-1
11.3 Input Verification 11-6
11.4 Error MeRsages 11-8

u. SIMULATION ERRORS MESSAGES 12-1

13. SAMPLE FROBLEMS 13-1

13.1 Obt&ininq the Input Data 13-5
13.2 Interpretation of .I)ata Presented in I'lpllt
Verification B-23
13.3 Sample Problem No. 1 .'.3-24
13.4 Sample Problel:l No. 2 13-194
13.5 Sample Problem No. 3 13-258
13.6 Sample Problem No. 4 13-312
H.7 Sample Problem No. S 13-409
vii
 Page

14. f;YSTEM SIMULATIONS AND ~L'-.JSITIVITY STUDIES 14-1

14.1 Base System ~0~u1ts 14-6
14.2 Domain of In,luence 14-16
14.3 Ventilation Shaft Flow Impedance 14-23
14.4 Number and Spacing of Vent Shafts 14-32
14.5 B1ock'-tge Ratio 14-41
14.6 Train Operations 14-46
14.7 Mechanical Ventilation .'1.4-56
14.8 Underp1atform Exhaust 14-63
14.9 Four-~rack Operation 14-75
14.10 Twin-Tunnel Systems 14-81
14.11 Heat Sink Effects 14-95
14.12 Me ::han:cca1Iy Cooled stations 14-107
14.13 Emer'Jency Vent:'.lation 14-128

15. FIELD VALIDATION 15-1

15.1 Test Descripti('n , :'-.1
15.2 Near Field Aerodynamics 15-19
15.3 Onboard Pr.essure Tranbicnts 15-31
15.4 Multi-Junction and Tunnel Flow Aerodynamics 15-46
15.5 System Tests 15-75

APPENDICES
A SES Program Array Size Limits A-I
B Ta01es for Determining ~lnnel Wall
Roughness Length B-1
C Outside Ambient Conditions C-1
D Steady-State Heat Source Computatioll
ProccQurcs 0-1
E Methods {or Calculating Heat Rejection
from a Subwa~ Car E-l
F Resistor Grid Tcnlperatut"c Initialization F-l
G Soil Properties G-l
H Detachabl(! .;et of Input; Forms B-1

viii
 1. MANAGF.MENT OVERVIEW

TIle SES program is a designer-orient,ed to')l which provides

es!;imate of the airflow, temperature, and hU',nidity characteristicR,

as well as the air conditioning requirem~,nts, for both operat-,ing

and propOSl. ... lllUltiple-tra,ck subway systems of any giver> design

and operating characteristics.

The capabilities of the SES program ar~ comprehensive, permitting

the USE'r to simulate a variety of tra;"n propulsion and braki,ng systems;

various systems of environmental centrol (i!lcluding forced air ventila-

tion, station air conaitionj,ng, and under-platform exhaust); airflows

in any giv2n network. of interconnected tunnels, st.ations, and

underground walkways; any desired sequence, of train operaticn (includ-

inq the mixing of trains with different op~ratil~g characteristics

and schedules); various steady-state a:ld non-steady-state heat

sources; emergency situations witn trains stepped in tunnels and

air movemo;r.t solely oy mechanic.ll -.,entilation; and a ~pecial

feature to simulate the long-rar.ge thermal j mpact of the possible

reduction in the heat-abso!"bing capacity of tunnel walls after many

y'!!ars of system ope:.:ation.

The progl:am is founded (,1. advan<.;ed tl.8<Jretical wurk carried

out: by :'I r8Sp.i~rch team 0f encri"1?8>:S at, l'ctr"on::, Brinr":erh0ff, Q1l<!de

& Douglas. rhe expL'e;,,,julis llt.'Vt'l')lOl;U t(, dt.'ticribe complex dtlrodynamic

pnenomena (such as airfiow at. 'lenl..iLdtioll "hait!» \'Jere valiaated

in e, special laboratol:Y 1;,,5 ;;~n',j ]leogi,'am ChU: ie:J out in a 1/16 ocala

1-1
mod"l subway system bu.ilt and operated by Developmental sciences,

Inco:::)orated. Furthe'(' evaluations of aerodynamic phenomena were

devc~oped through a detailed testing program at the California

Ir,sti '_ute of 'l'echnology. The final program was validated through

full-'cal," testing programs carried out at the Berkeley Hills Tunnel of

th(' ,m Franrisco Bay Area Rapid 'l'ransit System,' an'd the M0ntreal METRO.

,s this User IS Mc>,nual was in p~eparation, the SES was being used

for ,e design or modification of subways in Atlanta, Baltimore,

Chic," 'J0 , Caracas, and New YorK City. In these preliminary applica-

tionc: the program had already reduced construction costs by C.n

esL',<lted $10 million by providing design information permitting

the v:,imination of unnecessary ventilation shafts, sizing air condi-

tio:,:':1g loads, and developing cost effective !;ystem operation concepts.

• 7'11e SES program has now been validated both in model tests and

in " '~llal practice. It is applicable to a variety of subway operating

and (~"ign configurations and has been demonstrated to be a cost-

effeceive tool for evaluating the performance of all types of environ-

mentell control strategie!l. Examples of situations in which the program

cal, ovide important design ~nformation include the following engineer-

.lng t:cstions:

v What is the most effective size, configuration, spacing, and

location for ventilation shafts and/or fan shafts in the system

in terms of overall system environmental conditions (temperatures,

'umidities, and air velocities) and power requirements for en-

vironmental control.

~ What are the impacts of various operating schedules, vehicle

:lcaciways, vehicle velocities, and train sizes on system tempera-

:ures and vehicle power demand.

1-2
.·What is the impact of vehicle air conditioning on overall heat

rejection in the systel.1 and on the temperatures and humidities in

stations and tunnels?

• What are the comparative ~.mpacts of lBrious vehicle propulsion

and braking systems on overal: system temperature?

• What is the effect of track vt~tical alignment on system temperatures

and power consumption? What are t~e long-term trade-offs between

lowering track sections between stat '.ons and the ~osts of power for

propulsion and environmental control'Z

• What are the energy consumption implic,tions of vehicle air con-

di tioning alone versus air condi ticning th,' entire system'?

• \>''hat are the long-term and short-term effe,'ts of heat-sink?

• What effect does evaporation from wetted wal. s have on the overall

system temperatures and humidities?

• Wh~t are the effects of operating fans for mecha1ical ventilation

simultaneously with scheduled train operation?

• What are the acceleration profiles of vehicles at v,r~vus parts

of the system'? How much time is required for a vehicl~ to traverse

the length of the system? What headways between vehiclet are required

to accomodute a given level of rider demand?

• What i~ the effect of emergency co~trol procedures on sub\~y environ-

mentZ {l"or examJ.-le, what &ore the purge times for smoke in the system)?

• What effect does 1;he heal,; ,· .. l:"""'e fr()ID an errergency fire in the

system have on thE. ov~rall er,vironmental COlll.i:!.t ions 1

• What ar~ the dyn~jc temperat'~e and ~ir flow condltions that pre-

v~1l in the early miill.i:teS of ,:. fire emergency?

1-3
 The above-noted examples of program applications &:~ ty no means

inc~usive. Indeed, the program is capable of estimating the environ-

mental effects and implications of varying any or virtually all of

the design parameters of a multi-track subway system.

The following section provides a summary of the major technical

characteristics Jf the SES Program and should allow an engineer familiar

with the particular requj.rements of an existing or proposed subway system

to make a preliminary judgement 0f the suitability of the model to address

the problem at hand. The subsequent sections provide even greater detail

and are intend.ed Lo serve as a User's Manual for the application of the

program.

1-4
 2. TECHNICAL INTRODUCTION AND PROGRAM DESCRIPTIOrr

The purpose of this section is to acquaint program users with the

general requirements and capabilities of the SES model. The SES comp"'_er

model provides a. dyn8Jllic simulation of the a;peration of mu.ltiple bi-

directional trains in a multi-track subway and permits continuous readings

of the air velocity, temperature, and humidity throughout any arrangement

of stations, tunnels, ventilation shafts, and fan shaHs. In addition, the

program has been designed to provjdt readings of the maximum, mfnimum, and

average values for system air Velocities, temperatures, and humidities

dUTing any preset time interval. The program wi 11 lilso c:ocp'llte estimates

of the station cooling and heating capacities necessary to satisfy &ny given

environmental criteria, as well as the percentage of time during which

any specified em·:~ronme~tal criteria '.J'e exceeded. Althou!;h a siffiulation

can extend over any period of subway ope1:'ations, the primary focus of the

SES is on short-t.:rm simulations, such as the peak rush hour, when there is

often an extreme deterioration or' the subway environment. Both the input

information required by the program and the output produced are tailored

fOl' the use of design engineers concerned with practical e!1vironmental

prcblems.

The SES program corr,prise::; four interdepenC:ent comput.ation sl:quences:

8, tnd n performancE' "uhi'r0Era..11, an aerorl:''1Jarrd c [;uhpr()gram, 8. tempernture/

humidity subprol;ram, and 8. hes.t sink/er.vironmenl.al control subprogram.

These subprograms ;;."e a I:;.ut'..lal1y shan:d se';: of system de:Jcripti ve para;71et<;!rs,

and opt::rating together they p!'0vide a continuous shlUlatiar. af 'the rl.y_~~~ic

2-1
phenomena which govern t"le quality of subway environment. The basic or-

ganization of this computational sequence is shown in Figure ;?1. As may

be seen from thj.s figure, the train performance subprogram determines the

velocity, acceleration. position, and heat rejection Clf all trEdn(s) in

tt'r, sY!3tem on a continuous basis. The aerodynamic subprogram llses these

compltted train parameters to comilU~e continuous values for the air velocity

in all station, tunnels, and ventilation shafts. In turn, the temperature!

humidi ty s~·:,program uses these computed airflow parameters together with

the train-heat release data generated in the train performance subprogram

to compute ttl€" convective dispersal of sensible and latent heat throughout

the system. It is thereby able to determine continuously the tempel~ture

and humi1ity at all locations. Finally, the air velocities computed in the

aerodynamic subprogram are recycled to the t.rf~in performance subprogram and

there used to determin~ the airflows ~djacent to the trains, providing a

means to compute tile vehicle aerodynarn~c drag. The subv~y ventilation and

heat load data from these subprogr~~s, together with information on daily

and annual changes in (.mtside co.~di tl "'lns. are u"ed by the heat sink!

envirunmental control subprogra: LO ,::ompllte the long-term conduction of

heat between the subway air and. the structure "'fill soil surrounding thl!

subwey as well as the heatine or coolinc capacities required to satisfy der,ign

condi tions in specified areas of the subway. Tr.is integrated calc\.J.ati on

procedure ma.kes possible continuous :;imulntlon of the complex interactions

~ ..... ,..,,,,. the dynamic phen,)mena operati'Je in a subWay syst.em. In the foLlowinG

discussion.,:, + :1'0 thporpt'i ('8. 1. haR i. s for each of the subprol/:ram models is

outlIned a.nd the f'mdW4cntal logic for e!1ch of the four 'lubprograms is
 ~ , --,
GENERAL SYSTEM DA't'A TRAIN PERFORMANCE DATA AERODYNAMIC DATA DATA
TDlt'EM:-:"n;l~IDITY I
.ne S~nt lenq~l:Is, cross- Traek Section Data: Line Segments and Ventilation S.Woeqment Partitioning of t~e
sectional areu and per:1aetere grade, curvature, speed limits Shafts, Darcy-Weisbach fric- ,;ystem
'entilatioo Shaft locations, Train Physical Characteristics tion factors, head loss coef. localized Heat/Rualdity Source.
lengtha, cro.s-sectional arel!.S Motor Data: Fan loc:ati.ons, operating curve end SinJuI
and ~r1. .ter. tractive effort-amper&9S- and 9talling characteristics The~ properties of structure
~ COntzol Par_ten speed relationships Skin Fr'iction :::oeff1dent f~~ ear!:'li eurroUlldinq Syst. .
Scheduling Data Trains

1..
T ___ _
r- I
I '!'RAIN PERFORMANCE SUBPROGRAM I
I For Each 'l'l'ain Operatinq in the System Computes: I
I Location (ft) Heat Rejection (btu/sec)
Speed (Dph) Power Demand (U1ps/lIIOtor)
IV
I kedaration (mph/sec) ~ractive Eff~rt (lbs/lIIOtor)
I Aerodynaedc Draq on Vehicle
W
(Ibs)
I
L_ ., '-- ..,
, I
!!¥-T SIm;lENVIROtIHE~'TAL ctm"ROL I AENCIDYNAMIC SUBPROGRAM !' TEMPEJlATUfiBlifuHiDITr SUBPIiOGiiiii I
SUBPROGAAK For Each Line Segment and Ventilation For Each Line Subse9118nt and Ventila~ I
l;?t~r Each Line SUb.e~nt COIIIputes: Shaft Segment Computes: tion Shaft Subse~nt ~teSI
Long 'l'z~ Heat. Conduction Between Air Flow (cfm) Temperature (489 P)
the Subway and the SU::1oomdinq Earth lair \'e~,ocity (fpm) Humidity Ratio (Ib/Ib)
I
Correct Ifall Surface Teqlerat~ for Pressure Rise Across All Fans Which I
Short 'l'W~ Beat Sink Calculat1ons. are 1n Operation (in. w.g.)
I aDd" ReqIlirecl lleatill8 _d Coolill8 I
LESllaCiti•• L _.J
OUTPUT OPTIONS
1. Detailed i'rint-out of all DYnamic Parameters at
Specified ~ime Intervala.
'12. su-ry of Mad,IM, Minima and Averag-e Value. over
S~ified Time Interval, with Air Conditioning or
Seating- Load BaH_te••
13. Train Perfonance Data Only.

Fio:. o:!.l Par_ten UId OrqanintiOft f_ SUbway Environment Siaulation Fro,r_

described. The Programmer's Manual should be consulted for the details

of the governing equation derivations and the internal program structure.

2.1 Train Performance Subprogram

The operation of trains provides a forcing fUnction for the air

movement in an underground transit system, and the power d:f,ssipation fran

transit vehicles may account for as much as 90% of the heat relea~ed to

the system. ConBequently. a knowledge of the location. spf:ed and accelera-

tion of the trains within the subway system is essential to,) determine the

rate of location of subway heat release as well as the system air flow

The SES train performance subprogram provides the engineer with seyeraJ.

methods for simulating the operation of trains within a subway, These op-

tionat train perform3Dce simulations are for the purpose of giving the

necess.:u-y f'lexibili ty to apply the SES at different st ..l.ges of thc,' design

process, with a level of detail and sophistication COImllellSurate with the

obJectiv'es of che analysis and the availability of input information. 'T.'he

train pe:~formance options are:

No T;~.'3.in Operations. For this s1 tllntion. the progra.!Tl canputes the ai '."-

flows produced by mechanical. ventilation elJ.uipment and buoYti.'1t effec1. s.

This opt:! on is g-ener:llly used in ev~uutions of I~::lcrgc:lcy vcr.tilat:!.(,n

systems 'lllder st3tic corrditions.

Explicit -- WiLhout 8p0ci fied ile.<;.t Bel eaf,e . ~'h18 option al10ws the user to

specify SPeed-time pcoLi.l"'8 fOI' ':'Iv:h traiu .I.fl th"" s;vstem. The heat relea'3e
,
from trains during Pl'aking is canputed by the program from the train

-
perfor:nanC'e d£.ta "E'.lppl:i.~l 1::,' tile user .
.

2··4
Explicit -- With Spef!ified Heat Relea!le. This option allows the user to

specify speed-time profiles for the acceleration and deceleration of the

trains in the systen and the heat released by train braking. All other

aspects of train operati.on, including the ovt;;~all tra\rel time, stops, and

dwell time, are dealt with in the progr~. as they ar~ in the previous

option. This option can be used effectively in ascertaining the potential

environmental ~enefits to be gained from such energy conserving measures ~

regeneration or <:mboard energy storage systems.

Implicit. This option provides the engineer with a ,complete simulation of

alI aspects of trajn opera~ion in the aystem. This option represents both

the highest leVEl of sophistication in the SES train performance computa-

tions and the gl'eat(.:st flexibility "n evaluating tr:!l.de-offs between train
operations (headway, speed, etc.) and subway environment. The SES imrlicit

train performance option differs front most conventional train performance

computations in tvo important respe.::ts: (1) The SES subprogr3J1l has been

designed sp~cifieally to accommoc2.ate accurate ~ continuous comput.ations of

the t.,ta1 heat released by tx ain:~. passengers, and ancillary equipment

such as air candi ~io'1ing and (2) I,he SES program permits . he direct com-

put at 10n of the aerodyYlamic drag act.ing on each of the train:~ in the

system, uSing continuously computed a.erodYTIamic parameters. ConventionA.]

tt"A.in performance progra'!ls art) not '_,r ..ilnal"ily collce:'!led wi Lh the con-

tinuous eValuation of v~hiC'le heu.t release, and in ev;Lluating vehicle

aerooYTlM'.i..: drag thes~ prQg:l;'tIlS cl'fEnaril;," z';!tt1e for a semi-empi.rical

rela.tionship bas~d. on t:-ain velcc i ty :t11d "t)lock3ge ratio (the rati.:> of the

train front".] 3.I"f'a to that of ,,!-ae ".unne2. cross section). In practice,

the aerodynamic d:r'ag )n a. ";roi::. ::'1; ctuate1: cont::.nt:ous1y as i ~ encounters

variable annulm' air flows n:,,~u] t j I'e fr(\!J1 d;aflce9 in tunnel diameter,

Ventilation shaff loca.tion, mechar.ica.1 ventilation, and the pistcn-

effect air flow tram other trains.

i
 ;•
The basic logic 'governing the computation of train acceleration
capability r~quires computation of the train resistance, the available

tractive effort, end the acceleration resistance. The train resistance

is defined as the arithmetic sum of all the external forces which must
..
be overcome in order to start, accelerate, and maintain the operating

speed of a subway vehicle and consists of mechanical resistance, grade

resistanc~, c~-ve resistance, and air resistance. Train mechanical

resistance is a summa~ion of the Journal frictirn (a function of train

weight) and rolling friction (a function of speed and weight). Grade

r'esistance (which may be either positive or negati -re) is determined

fr'om the sl"pe of the track using an expression wnich incluues the grade

angle w5.th the horizontal. Curve red!'ltance is an additional friction term

whi~h rep~esents the incr~ased effort re~uir~d to negotiate turns r~sultihg

!rum the increase in fri ction between tr.e wheel flanges and ';;'he rails, and

this term is ~0mputed as a function of track radius of curvature. The air

resistance or aerc:.~rna.reic drag is a iw,ct:.'.on of the air velocity in the

tunnel relative to the train, the train blockage ratio, tunnel wall fric-

tion. and the configuration of the cars. The available trA.cti Va effort

for a given transit vehicle and tile resulting ac'~elerat1on p.nd maximum

velvcity capabiHty depends almQst '!ntirely upon the performance char-

acteristicB of the motor employed. Mflnufactur~rs of motors for rapid

transit vehil!les ordha.r:lly :>Jl·oY.~de ::;t:mc.:.o.rdized !!lotor char:;.ctenstlc

curves in which the i,ra.ctive eff-:Jrt :..nd speed are related to motol' current

for various values (Jf motor field strength. USing data from these c\:rves,

the SES comrutes th,!! precise tr.'Ol~tive ef1'or;~ ~at:ab!.lities of vehicles

2-6
powered by these motors as they travel through ~he system. The acceleration

resifltt.\nce is a combination of the forces required to accelerate the mass

of the train and its equivalent mass of rotating parts, inc'.uaing wheels.

axles, gears, and motor armatures. The implicit SES train performance

option continuously computes values for the train resistance, the tractive

effort, and the acceleration resistance of each vehicle in the system and

from this d.etermines the rate at which each trein can accelerate.
The most import&lt train-related heat release to the system can be

traced to the'vehicle braking cycle. For a train using a dynamic braking

system, the speed reduction )f the vehicles is brought about by using the

~tors as generators to produce electrical power, whiCh frequently is di~si-

pBted to a grid of undercar resistors. The rate at Which eTl~rgy is d1s5i'-

pated ';;0 these dynamic-braking resister gri ds is approximately ~qual to the

net rate of decrease in kinetic and poter,tial ",nergy of t.he braking tr.ain.

and this ene:rgy loss can be computed directly fro~ vehicle ,~,eceleration

rates. velocities. and total mass. The implicit. SES : rain peri':lI'!llanCe

option (and the e"plicit with computed heat re~eas(:) comp~ltes the instan-

taneous power dissipation to the br.aking reslstors and tlJe m~lmer in 'Which

the resistors warm up and subsequently transfer the h~~t to the ~ubway ai1 .

This computatif)n directly accounts for the thermal inerti;.~ of t.he brAAing

resistors, relating the heat storage and ~eat release tc tne ~urrotmdine

air to the resistor thermal propert ies. w~il?;ht and configuration •.'iir tur-

bulence and velccity. and resistf)~ ",el:lpf'l·~tll!'e.

I
In operation. the il1lplici t t~u.in performan",~ opt.ioTl firbt cheeks tv

see whether or not trains 1:'1';.0111d be added or removed from the syt1tem

(according to ti".~ train oper~t::,ngl :;cheJule specified by tiltl user) t after

which it eomp\.:.tes the individual train res1stallce for each train.

2-1
'""",:' JH'ogram then determines whetl,er the train she uld accelerat,-" coast, de-

celerate, or maintain spe(~d, u&ing a br:lef computation which extrapolates.

the current operating mode .)f ea~h t~ain to determine if continuation of

the train's cu~rent cour&e will cause it to overrun a speed restriction

or approach a stop too rapidly. If contil.'.led acceleration is indicated,

the progrr,,, computes the velocity-dependent tr'adive ef'fcrt capabillties

of the train ar:d t.hen calculates the acceleration which will occur over

the preselected computation time interval.

Should a reduction in train speed be found necessary, the progra.:n

computes a deceleration rate based on the uSf:r--specifled braking

rate. Fine,lly, if the speed of the train exactly matches a system spp.ed

rest-riction, no acceleration occurs and the train uses only the power

necessary to maintain this speed. When thc train is on a downhill grade,

the speed restriction is maintaineu by slight braking '.lhen necessa~'Y.

(If the program user has stipulated the cxplic~t train performance option

and hf.B supplied {;he program with train speed-t:~ms curves bet·.. e(m each of

the stops. the program uses this information to compute the ir.stantaneous

velocity, :,.,sitL:m, and acceleration of the trains using thE'se operating

da~J.) The program next computes the amperag~ being used by the individual

motors of each vehicle, and this 1.s used together with the sum of the inter-

nal motor resistance and the external acceleration grid resistance (if any)

to compute the rate of equipment heat c":issipation teo tr.t; ~ubwa:r system r:-ir.

Er.ergy is c1iss:f.pated tc the accelera.tion resistor grids of cam ~on1;rol1ed

vehicles during early pbases rJf train si;tU'tup. and at higher speeds tnrough

motor plectrical resistance and fricticn of moving parts. During the

2-8
braking mode, ~nergy is dissipated both from the change in train ~inetic

~nergy and, possibly, from the ch~~ge in train pctential energy.

During station stops the SES continues the computation of heat

release to the syst~ air from passengers, equipment, and the warmeQ

resistor grids. The program also computes the change in passenger loading

at each station sto~, allowing the engineer to account for changes in total

trRin w~ight and the corr~~ponding effects on acceleration and braking

energy dissipation.

Tl1e computed vp.lues for the position, speed, and acceleration of /;1.11

trains in tne sys~em as well as theIr individual rates of heat rejection

are !leCessary for the operation of Ule aerodynruuic and temperature/humidity

subprograms. However, the train performance subprogl"om 3,130 can be operated

independently to evaluate th~ ~omparative performance of transit Vehicles,

or propulsion ll'otors, or both, by 5upressing the computation and print~.np;

of enYironmer.tally relaced information. The air flows and a:l.r velocities

of. the aerodynamic subprogram would still be con puted, of course, as

these data would be necessary to cumpute aerodynamic drag for the train

performance subprogram.

2.~ Ae~odynam1cSubprogram

~~e air flowing through a subwny nystem affects the comfort of subw~~

patrons both dIrectly and indirectly. Air movement is directly responsible

tor the conv~,cti ve trans ter oi' "eat and humi.dity through the system, and

the cooling effects of mov1 ng air can directly influence the comror'~ of

perlonl in no~ air ct)nditioned vehicles and in scation areas. FUrthermorfl, the blU(,1,UP

:-9
exceseive air pressures in stations fr'.)m train pi3~on effect has been Itnown

to constjtute a separate operating problem, sometimes causing doors at

entr&nce~~7s to swing hazardously or oecomedifficult to open. Airflows indi-

l'ectly influence the heat contt!nt of subway air ir. two respects: (I) The

aerodynamic dr~g on vehicl~s resulting from air motion relative to the

trains af'fects the pawe.,:, consumption (and hep.t rejection) of the vehicle

motors and (2) the rate ':>f heat transfer lnto the surrounding Jeep-heat

sink i<3 6.eper!.dent upon the air velocity at the air-wall interfac.:e.

Airflows in a subway are generated by tW0 prim~17 sources: the piston

'~ffect of trains moving through ccnfir.ed ~unnels and, in certain case8,

Dlechanical v'~ntilation by fans. 'i'be mathematical model which has been

develoj?ed to describe J~hjs flow for a subway assumes the flow to be un-

steady, turbl\lent, incompressible, and effectively one-dimens ionaL The

ulsteacly nature of airflows In subways precludes the use of approximste

a:lalY'::les Lased Or! the t'.ssumption of steady-state flow. because thE: air

velod ties generll.ted by trains wi t;h arbitrary o"JeraHng schedUles moving

through tunnels of varying shape and size must flul~tt.!l.te continuously.

Only in thld case 01' prolor.t?~cJ fan open.tion in the absence of trains does

ste8dy-~tate flow develop.

The presentmodeJ. inclu,1",,: c:unsiderat~on both of near-field phenomena

( r'J.cw in tne imm<!dirtte vicinity of the t.rain I and far-fi!.'lu effects

fno'" nt a .ji:::~ll.liCC; fUi cnc-..:.gh from the tra.in t;'a~ ,"I t.l'anG"/C'7'3~ pC'rter-

bt'tions are present ether t.hn.r. T.hos.-. crdine..rily IHleot'intf.d with nO:'llll1J

turt:ulent inel-:jal flow). F'ar-fielrl fin.,- is similar mathematicA..'.ly to

typical inp.r"'.i a.I.. flows. W[,,-"''''1l.5 neE'.r-field flow must be described us: n~

formulatit:':-Is •...111ch include the :l~::-o~J·aJr.ic drill: Reting on trains "'lid the

2-10
loce.J.ized static pressure rise which accompanies fan opera.tion. As noted

earlier, the computation of aerodynamic drae is an essential component of

the subway simulation, because this factor determines both the air resistance

trains must overcome to accelerate and the amotUlt of energy imparted by

the movlng trains to the surrounding air. In general, the drag experienced

by a train in a single-track tunnel increase3 with train speed and decreases

with frequency of train operation (shorter headway).

The assumption of one-dimensional flow does not entirely hold in all

portions of the system. The aerodynamic drag acting on trains and the I

division of the flow at Junctions with ventilation shafts are two phenomena

not fully tl"cat<:!d with a one-a.imensional analysi s. It has, there:tore,

been necessary to (,lIlploy relationship" using semi-empirical coeff:cients to

describe the flow at the front and rear of trains at flow junctions with

ventilation shafts (i. e., multiple junctions). Characteristi ~s fCir tne

localized static pressure rise accompanying fan operation are obt~i ed

from the performance curves of co=ercially available fans.

Tl'.e aerodynamic equations developen to describe the airflow in sub-

way tunnels resulting from train piston action and from mechanical venti-

lation are based on t.he fundaJll~ntal physical relati.onships l,:t1ich govern

conservation of energy, mass and linE'ar momentum. Subway airflow is in-

fluenced by system geome~rical parameters such ao the location, shape.

length, cross seC!tion, ~(~riru::tcr, \o.":..ll l1cughne:Jn, etc., of the ~taticns,

;;unnels, ena. ventilati.on '3hru''';:,,,. AirfloW' is also -'lffected llY dynamic

pll.t'amet.~rs SUl"'1 as ~rain speed, r.c(~eler~tion. locatic!l:. ·.l.nti headway, as

well aA ventlletlcn fen opera~lnB c~~rac~erist1c~. In the p,asicel

. ,
~ ."
.... -.L ......
analogue used to construct the mathematical model o~ airflow, the subway

system is partitioned into a set o~ ~low loops, each connected with the

atmosphere thl~ough adj acent shaf·... s, or portals, or both, with each loop

encompassir.g a section of tunnel (including stations). The time-dependent

rate o~ change in airflow rate in the path around each loop is set equal to

the sum o~ the sources and sinks of flow energy. Sources include the energy

imparted by the moving trains and by ~ans, and energy sinks include the

flow head loss resulting from energy dissipation through air friction

with tunnel and ventilation shaft walls, and at the junctions of ventila-

tion shafts with tunnels or stations. The net difference in magnitude

between the energy sources and sinks and the particular geometrical con-

figuration of the flow loop governs the rate of increase or decrease lin

the airflow over the loop at any given instant. In the case where the

rate of energy inp·~t to +.he loop is equal to the rate of en(~rgy dissipation,

the airflow will gridually ap~roach steady-state. (Howeve~. as has been

indicated, this situation is only ~arely obtained in an operating subway.)

The expres~ion for airflow around each loop in the system can be

written as a first-order differential equation with variable coefficients,

and the airflow throughout the entire subway can be written as a system of

N linearly independent ordinary iifferential equa.tions of the first order

resulting from the t; distinc"t ae!'odynamic loop~. The rate of change in

I
airflo... at ead. puirlt in tl1c: ~ub..,8Y systeJl! ut Ilny instant in time is dete:r-

mined by solving the matrix of thiR system of equationn. This model makes

it possibl~ to 0.es~ribe unstEady floT,; in 9. ~'lbway tunnel without the need

for an overall closed-forn: anll.lytical e:qlression and ther~by .. liI!linates the

need to assume a nysten w.i th st.eady flow co",di tions .

2-l2
 In order to solve the system of aerodynamic loop equations, the subway

system is divided into a number of geometl'ical subdivisions called line

sections--defined as a length of tunnel between two adjacent openings

to the atmosphere. This partitioning of the system defines the aero-

dynamic loops around which flow is computed. Each of these line sections

is fUrther pa~tltioned into segments of uniform cross-sectional area.

perimeter, and tunnel wall lJarcy-Weisbach friction factor. Values 8.1so

are provided for the head loss coefficients connected with turning and

expansion losses at all ventilation shaft .1Wlctions.

Using information describing the position, acceleration, and velocity

of trains provided by the train performance subprogram, location of each

of the trains with respet't to the aerodynamic segment scheme is deter-

mined. The train operation information is then used to comr,ute the net

forcing function of the system--the difference betwE"en energy added to the

flow from train drag and fans and that removed due to the friC'+i.on a.nd

minor losses. In this cornpc,tation the piston (·rEact of each train is

independently compiled by evaluating the piston effect components on the

system from the front, side, and rear of the train. The a.erodynamic

differential equations are then integrated forward in time using a modi-

tied version of the RWlge-Kutta numerical integration technique. This

differs from the standard technique in that t.r.e integration is di"ided into

i;wo cycles, e'lch of which carrif!s out integrations over half the major inte-

gI'at':'on intel'val. 7he integra.tion proce'::ure 1.;; interrupted after each

cycle to perform computations for ether time-depenJent pbenomena, such

as advancing the t::-air.s in the sy<;tel:l cr C'C':nrJuting the system '!:eI!lperac;ures

2-13
and rumidities. The present output for the aerodynamic 3ubprogram pro-

vides continuous readings for the aerodynamic drag on each train and for

the air velocity (in feet per minute) and flow rates (in cubic feet per

minute) in all tunnels, stations, and ventilation shafts. As &1 option,

the subprogram also can provide output in the form of peak and average

values of air velocity and total readings for airflow over any specified

time interval.

.?:...: _ Temperature Humidity SUbprogram

The temperature and humidity of the air thrcughou"t a subway system

reflect the heat added or removed by underground equipment, trains, and

patrons, as well as by t~e rate of heat exchange across the system walls

and by mixing with external a.mbient air. An analytical treatment of this

dynamic heat regice must- provide a means to describe theoe pheno~ena

mathematically in an operating system. The acceleration and braking of

trains produces the main source of sensible heat in an 0perating subway

system, but sensible and latent heat also are added by ele.ctri"cal equipment,

patrons, and in certain instances, the surrounding earth. Heat is removed

from the system mainly through the expulsion of warm systen ai:;:- Ol.4t yenti-

lation shafts and by heat conduction across the tunnel wallE into the sur-

rounding heat sink. Heat also may be added or removed by mechanical

means such as heaters or air ~0 .. jiticner3 in t~e stations.

In developing an '3.nalytL~a.l description c-f the heat re€5_ll'e, :t was

concluded that the system could be treated as one-dimensional, meaning'

that the ~l.lr "tempe:-~t'..lTe ~nd I:l'l.!llidity ~a!l be conEid~red Wlii'oZ"ITo over allY

cress-section. Axial eonduction heat transfer in tne syste~ air was assl.4med

to be negligibly cmal1 in co:::~ariE:m ~:i",;h tile hec.t cO!lYecte'i b~' movir.g

2-14
 and the heat contributed by viscous dissipation reaulting from air friction

against the system walls 'was found to be negligibly small in comparison

with other heat sources. Final~', a finite difference numerical apprcxi-

mation technique was selected for ~odeling the system. This method requires

that the system be divided into a number of geometrical subdivisions of

finite length, each of which can be treated as having a uniform cross-

sectional area, and which is assumed homogeneous throughout with respect to

air temperature, air humidit:"', wall temperature, and all aerodynamic para-

meters. Heat is transferred down the length of the system by airflow

across the boundaries of these homogeneoua system sections, Which ha.ve

beeu named subsegments to dh,tinguish tnem from the segments used in the

aerodynamic subprogram, As these subsegments are merely subdivisions of

the aeroGyna~ic segments, each subsegment will have the uniformity of

system geometry and air velocity which characterizes a segr:lent, in addition

to its own unique thermal properties.

Three fundamental processes can occur to alter the temperature and

humidity in each of these subsegments: (1) sensible and latent heat can

be added directly from sources within the subsegment; (2) heat can be

exchanged across the tunnel walls; and (3) there can be a net difference

in the heat content between air flowing into the subsegment and air flowing

out. An equation for the rate of change in temperature and hUIllidity of

each subsegment is therefore a c::::r.oi::aticn :>i' the z.r.c.l;;tical expressions

for these three processes. ~he quantity of air flowing in~o each cubseg-

ment at any given time is computed by the &ero:iynAl!lic Rub,rogrBJ1l and this

airflcw is used by the temperature humidity SUb;:Jl'ogra.r-. together with values

2-15

- --f
ME-
tor subs~t temperature and humidity to compute the net difference

between beat content of tee air entering and leaving the subsegment.

Rejection ot heat from moving trains, computed simultaneously in the

train pe~rmance programs,is proportioned over the subsegments containing

trains. lIext the temperature/ht:midity subprogram sums the quantities of

/

~ensible andllatent heat removal or addition in each subsegment by patrons,

auxiliary equipment, and station heating or air condi tionillg. Latent hee.t

can ~ r~ed from or added to the system by condensation on, or evapor~tion

from. system walls; in the case of simple condensation or evaporation, an

equivalent amount of sensible heat is added to or removed from the system

by the program. Finally, the heat transfer across the walls of the system

is cocputed using the wall temperatQre and a convective heat transfer co-

efficient which is a fUnction of the subsegmlnt air velocity. density,

viscosity, the~l conductivity, and tunnel diameter. In this connection,

the subprogram continuously computes the Reynolds number of the flow in

each segment to ascert~.in whether the flow is laminar, turbu2.ent, or if

free con'Tection predo:ilinates. and a..~ appropriate expression for the co-

effiCient of heat transfer is chosen on this basis. The value for sub-

segment wall temperature is computed in a separate operation using an

analytical technique based on the diurnal and ar~ual variations in out-

side ambient temperature, the deep heat sink temperature, and the degree of

Bubway utilizatiun. Tbis analyticul approach provicies the wall surfll.ce

temperatu:e l;.S a function of thE: ti!.'.p. of the day and '~he time 0 i' the year.

The hea:t transfer acr,)ss the syateIlI walls has been found to havE' a sig-

nificant ~ffect on the air temperat~r.e throughout the syst~~.

 Finally, the temperature/humidity subprogram combines these separate

expressions for heat addition and removal to produce a differential

equat:J.on describi~'t the D'.~t rate of change in the sensible and latent heat

content of the _.•ir throughout the sub segment; . This calclt.i.ation procedure

is repeated for all the subsegments in the system, therety producing a

system of differential equations describing the c,verl;lll rate of change in

air sensible and latent heat content. There equations subsequently are

solved simultaneously over a pre-selected time interval Using a modified

R-mge-Kutta numeri_cal integration technique to provide continu.:ms readings

tor the temperature and humidity throughout the subway stations, tunnels,

and ventilation shafts.

The train locations, which were computed by the train performanc~

subprogram, are used to determine th~ specific subsegments which contain

some port ion of each train. Each subst,gment is then analyzed in o.etail,

com:t-uting the rate (~f heat t: ansfer to the tunnel walls, and, if trains

are present, the amount of sensible or latent heat released int() the

subsegment by the trains. The airflows computed in the aerodynamic sub-

prog :l.Ill are used to determine the flow rate" in each of the tunnel, staticn,

w.d ventilation snaft subsegments. The! values for heat fl011 across esC'.h

su'bsegment boundary, for the sources and sinks of hee', in ea..'l'! s'.lbseg'lIent,

aJld for the veloeit;r-G.ependent co",ffiC'ient of heat transfer across th,,:

s,!stem walls form a separate differential equlltion d~::;el·ib:ir.g the r:3."~e of

(!hange of sensible s.nd lateat heat in each subsegment. These differential

equations for the rate uf eha.::ge in air sensible and lc.tcnt heat e0t1te:nt

arp. developed for ",aeh subsegment in the system, thus formins a system of

equation'; -"hi en i <; int~g~'ated using a modi fied Funge-Kutt a nt1J!!ericel

2-17
integration technique. The integration technique, w~ich resembles that

used tor tL~ aerodynamic equations, provides the time-dependent values for

tl!Dlperature and humidity throughout the stations. tUIlnels, and ventile.-

tio~ shafts of the system.

2.4 Heat Sink/Environmental Cont~ol

There are three key independent factors which influence subway air

tempera~ure: system ventilation as determined by gecmetrical configura-

tion, train operations and mechanical systems; system heat load, which

relates directly to utilization of the subway; and outside ambient tem-

perature. A t'ourth factor affecting subway air temperature is the !leat

transfer between the air and the surrounding structure and earth. In

contra.st with the first tiu'ee factors, an 1nteriependence exist!C between

th5a heat transfer (commonly referred to '3.S a "heat sink" effer.t) and the

air temperature: the subway air temperatures directly influence the

he!Lt conduction history of the surrounding eart1:., since thrJ rate of he'.:I.t

flux between the subway air and the walls is dependp.nt on the convective

heat tra.'lsl'er c':lef'f'icient and the temperature di:f'feren'.;e betwe~n the

air lind the wall surfaces. One pl'rpose of the n(:at 3ink/ envirorlmentnl '"""
control subprograrJ is the evaluation ;)f this inte~·depen,1.ent behavio::,.

During the relatively short··term slmulati· m periods of the S~S

aerodynamic and '~e'.llperature;humi,iity sU0pror:,rams, the surface tE.opera-

ture of the su"ow6.{ structures is ~ssentie.l.ly constanc;. Howevl;'r, subway

wall temperatures ordinarily ~xperiE:;nce daily and annua.l fluctuations

because of va.riations in CJutside cO:ldi ~i:m5 and subway operating schedules.

There may also occur a gradual increase i.n t!lE: average wall surfa.ce

I
2-18
l
temp<!!ratl.ol'e over a period. Cit yeal:"s either as a result. o~ prolonged internal

t~ratures above outside ambient conditions or because ot increases in

system utilization. Thus. to accomplish its purpose. th~heat sink/

environmental control subI1rogram must address not only the air-wall temper-

ature interdependence, but alse the conduction of heat in the earth as

influenced by thf" daily, annual, and long-term variations in the subway

air temperature. Whf!reaS the short-term s5.mulation evaluates subway

a~rtlows and temperatures on a seco!ld-by-s'~cond basis, the heat sink/

envircnmental control subprogram evsluateEI a phenomenon which is measured

in terms of hours, days and years. Thus. this Fubprogram involves a shift

in time scales and the link with the short--term simula+.ion is accomplished

through a process involving the averaging of short-term simulation results.

TLe heat sink computation scheme ir, this subprogram is geared to pro-

duce as output the wall surface tempe~'ature for each of the geometrical

s"lbsegments intp which the subway tunnels and stations ar", partitioned,

corresponding to the ti~e of the {kaY and year that the short-term s~ulation

is intended. To perform this c~mputation, the subprogram requires data

on structure and earth ther~B.l p~·opE:rties. earth temp~ratur<." at a point tar

removed from the subway, and daily and annual variations in o~tside conditions.

In addition, the subprogr8~ requires detailed information on subway venti-

lation. heat loads, an~ areas of the system which are maintained at specified

design temperature:s with environmelltal cOlltrol equipment. Thus. the use

of the heat sink/environmental control subprogram requires that the aerQ-

dynamic and temperature/humidity suhprograms first be applied in '" short-

term simulation. The 8m i8 organizllld so that the· required data transfers

2-19
ar~ accomplished internally in the program. The user can specify that the

program execute a short-term sinl.ulation. transfer the required ventilation

and heat load data to the heat sink/environmental control subprogram" for

the detailed wall surface temperature computations. and then t:>:"ansfer the

calcu.'.ated vall surface temperatures back to the short-term simub.tion per-

t10n of the program to continue the analysie.

The heat sink computation scheme ir, t.nis subprogram comprises two

basic anal:rtical formulations. A heat .:onduction model is lJ.sed to predict.

the heat flux profile in the materials surrounding the sub'way. given as in-

put the daily and annual variations in subway air temperatures. A separate

are.l.Jtical model links the conduction It'.odel with the short-term analysis.

accounting fo~ the &ir-wall temperature interdependence as well as extra-

polating the short-term results to account for conditions at times of the

day and year other than that considered in the short-term evaluation.

The heat conduction model considers two distinct material regions

surroundin;:>: the subwa.y in order to account for the possibil1'~Y of marked

differences in thermal pl'operties between tunnel constructior materials ani

the surrounding earth. 'l'he model 11; based on the assumptions that the

earth surrounding the tunnel :'-s initially at the deep sink temperature,

that each of' '~:,ematerial regions conprlses a homogeneous material. that

the c,nvecthe heat transfer coef:i.;ie!lt at th~ inner wall surface l~

cOllstnnt (Z~ hr. ay b .), and that the :13il:( ~'1d ur:nual Ya)" lOot ions in

8ubway air temperature ·~an be treat.-!1. r:.s simple harr.lOnic "unctions. The

model alsc 'lsstune~ thr.t ~::.xia:t beat ronr!ll'~t:! r'n parallel 1;0 the tunnel !l.Xis

l
'2-20
is negligible~ The pa~tiaj differential equations which define the

temperature distribu1;ion in the two material regions are linear, and

the superposition principle is used to simplify the analysis into three

subproblems. This i.nvolves obtaining separate solutioWJ for the daily

periodic air tempe~ature fluctuations, the annual periodic air tempera-

ture fluctuations and the long-term transien~ air temperature warm uP.

and then summing these solutions to obt~in the required formulation.

The analysis which linkB the conduction model with the short-term

siml11ation estimates the effect tha.t changes in both outside air tempera-

ture and wall surface tem~er!i.ture tave upon subway air temperotul'e. The

model is constructed in a fashion which if;;olates into indjviduaJ. terllls

the thermal effect of inflowing ambient air and wall surface temperature.
,)
The daily ao,1 ar~ual =utsi~? am1i~nt temperature variations are thus ac-

counted for !limply by using outside temperaturer. represe:1tative of d.ifferent

times of the day and year in successive calculations.

The use ~Jf the: linkir.g IT.odel to evaluate the interdependence of the

air temperatr~e and ~all surf9ce temperature involves a more complicated

i terati ve pl"'::.ced'll'e. Assumi.ng a wall surface temperature, the linking

model calculates the annual and daily variations in subway a~r temperature

in each subs.egrael.t. TheSe data are used by the conductio!'. model to evaluate-

the heat flu;;: in the surrolmdj 1"e; earth a.nd 8. corrE'£pondinG, revi ~;ed 'Wail

linking m0,le.J. 1:.0 r(!-evl\lu~te tne dally ana n.nnul'.J a'i r t.emperature chtmges.

This procesb continues to convergence: i.e., wh~n the wall surfAce temper~-

ture computed by the conduction r;1()de1 fQr '~h':, t~.me ()f day and year being

2-2l
analyzed in the short-term simulation ceases changing on successive iterations.

These calculated wall surface temperatures fOl each subsegment can ~hen be
transferred back to the short-term silllu:tation to continue the analysis.

The temperature/humidity subprogram computes the air temperature and

the convective heat transfer coefficient at the aIr/wall interface on a

cO:1tinuous basis. Thus, using the wF_l.I surface temperatures computed by

the heat sink/environmental cont:'ol subprogram, the short-term simulation

accounts for the continually varying he~t sink effect caused by rapidly

changing subway airflows and +,emperatures.

The computation of the heating or cooling loads required to mainta.in

design temperature and h<.lmidity cc;;n~i tions in specified areas of the

syst.~m, such as stations, is an integral part of the heat sink/environmental

control subprogram. 'I'he relationship between the hl;!at sink and ellviron-

mental. control comp1.!tnt i or; schemes is two-fold: first, many of the

data requirements in 'terms of ayeraged short term SES computations of

subway ventilation end heat loads are Ehared; and second, an interdependence

exists' because uf the exchang~ of air between the con+·rol1ed and uncon-

~rolled are~ of the ~y~tem.

For user-specified areas within the .subway where the temper~ture and

humidity ere to lle l".aintained at ce~ign conditions. the environmental COll-

trol comput.ation scheme- evalu8.tes the heat ",hicli must ue added or rer:tov~1

to achieve t.he ci.~~irp'(l ~()ll'iit.iC'[jS. 1m th"! aver9.f;e, d~.!.~ll': ~.t~ de:>l;.;n rcint

operation addressed by tne Rhort-term simuhltiol1. J.'h'is ~va:u:3.tion 1!'1 ner-

formed fer each cf the ,;;eome . ieo.':' bUu3e/>,.,:.nents intv "'filch cl,t! control} ed

aroes is pa.rtitionl'!d, anJ inC'l'.ldcs C~] rul:J.tionC) (If sen:;ible J.nG. late(lt.

2-22
sources (such as lighting, pCl.trons, third rails, etc. ), sensil?h~ heat transfer

between the air and the structllres (heat sink), and sensible and l.atent heat gains

or los~es dttributable to the e~cchange of air between the subsegmen~ and adjacent

areas s~ch as tU:lnels a~d stairways (convective load), In addition to the output

ot th~ above items, Rn estimated breaKdown of the zone c~nvective heat gains, both

sensible and latent, is printed. This tabulation gives the heat gains at each

boundary of th~ zone.

The interdependenc,~ with the heat sink computat.ion for uncontrolled areaS

of. the syst~m is r~flecttd by the evaluation of the convective load, The sub-

program analyzes thif; intecdepcndence by as.5uming that the airflow from controlled

to uncontrolled areas of sy5tem are at dp.sl.gn temperature and humidity condlitions.

The heat dink computation scheme user; these ai.rf:.ow, temp'~rature and humidity

data in asses~ing the rehavior of the heat sink in the unccntrollEd areas of

the system. In turn. the envir-:>runental ('ontrol computatlon scheme is provided

with a temperature f<:>r the ~\ir ented ng the contrc)lled area from the uncontrolled

area which reflect~ the estimated effects of the overall convective air and heat

exchange process.

The SES organization is such that the computed heating or ~ooling load

requirerr.ents can be transferred internally to the short-term simulation portion

of the program to continue the analysis. Sy continuing the s~ort-term simulation,

the user can determine wl".ether the COI~puted loads satisfactorily achieve the

desired design conditi.ons in the controlled areas. A continuation of the simu-

lation also provides data on the tran~ient temperature and humidity excursions

from the av~rage design condi H'Jns caused by the unsteady nature of th~ airflows

and heat loads throughout the sllbway.

2.5 SES Simulations and Oet~

The SES proqram provide~' .S se~ond-by-second lti,l',laf.ion of the operatlon of

the trains and mechanical equJ.prnent in a subway, thus consideration

2-23
I
must be given to the cor-dit-ions withJn the subway at the beginning of the

simulated period of operations. Throughout this manual, time is meant

to be the simulation time unless the computer run time is specifically

referred to. The position of all trains on the various routes through

the system, the airflows in tunnels, vent sh~fts and f&l shafts" and

the air temperature and humidity throughout the system can be initialized

at values representing the Cundltion at the iHstant the simulation begins,

if these .alues are known. These types of data are usually obtained

frm a prior SES simulation of the system.

For circumstances where these data are not available, whi,~h is

usually the case during the initial SES simulations of a give:'). 5ysLcm, the

common practice is to simply ·oegi'1 dispatching trains alon8; th'! VA.f'ious

routes at the origin of tl~in operations at specified headway~. When a

simulation is started in thi s fa::.:!ion, the s/stem airflowtl are usually set

at zero and system "temperat.ures e.nd humidities may be initialized at or

near outside ambient conditio!1s. The SES-compl'ted airflows, temper~tures,

and humidities become representative of actual conditions expected to

prevail in the subway for the specified operatiQus after a number of tra.ins

have completely traversed each of the routes thrCl'lgh tl-Ie subway. 'fhe time

required to attain th<:!se cQnn;~ions is referred to as the "sys~t"l! r1m-'l"i'."

During the time gpan c:: th~ :o~ystet: run-up, the SES-c:xnputed ',n:;,~i c::t

condi.tioll!! represent chanP:('s in airflOWS. temperatures p;ld h'.lrlidities

vo:'d of tl':dnl:".

hescillay operation on .;>aen of 1:i1e rOl.1tel" over a specifi.er! peri.ori of tim@!

(such as even!':1;7. rU3n ilJur). ?or t.r'lc type )f design poirrt. zimu.!.atjon, two

2-24
conceptual facets of the simulation become important: the system period

and aerodynamic/thermodyn~ic equilibrium. The system period is defined as

the lowest common multiple of th~ headways on all routes through the

system. For example, when the ~eadway on ~ll routes is the same, say 120 sec,

the system peri~l:l is 120 sec. If the headway on one route system ,rere

120 sec and the head-wy on the other 180 sec, the system period would

be 360 sec. The system period is important because of its close relation-

ship to aerodynamicjtt.ermodynamic equilibrium. As was previously discussed,

the SES-computed airflows, temperatures and humidities become rep!"esen-

tative of the actual conditions to be expected for specified system

operations after a number of trains have completely traversed the system on

all routes. For design point analyses wh~re the headway is fixed for

e",:~. route du.dr:e; the simulation, the airflows and temperatures repeat

with a cyclic pattern after the system run-up is complete. This repetitive

behavior is termed aerodynamic/thermodynamic equilibrium. T~e time span

associated with
, this cyclic 'behavior is equal to the system period. When

representative average values for the airflows, temperatures, humidities,

and heat loads througho~t the subway during the design point operation ar~

desired, these 3verages should be obtained over a span of time eq,. . al to tr.e

system period and after the system run-up when equilibrium cOIJ'iitions ha.'{e

been attained ..... ,

The SES Jlrogram has three categories of output from which the user

may choose to provide the results of a simulation; second-by-second

output, summary output, ar.d environmental control output. The secl'md-

by-second output provides instantaneous II sne.pshots" 0'" condi tiona 'W'i thin the

subway at user-specified time intervals, including 'the location and opera-

tions of trains, airflow rates and velocities. and temperatures and

h'Umid1ti~s throughout the system. The summary out.put pl·ovide. the maximum,

2-25
minill',um and average values of airflow rates and velocities. temperatures

and humidities at all locations within the system over an interval of

simulated suoway operations specified by the user. Heat load tabulations

are also provided by t~is output. presenting the heat gains and losses

for small, descrete lengths of tunnels and stations along the system. The

environmental control output comprises the results of the heat sink

analysis and the SES-r.omputed heating or cooling loads required to maintain

design conr.itions &t a"y locations within the system where the user specifies

that heating or cooling equipment will be used.

The SES program provide the user with a variety of options which

control the manner in which a system is to be simulated. In general

terms, these optio~s affect the extent of a system simulation, the types of

input required for a simulation, and the manner in which results are pre-

sented. As examples cf the extent of a simulation, the user can elect to

perform only ain performance computations, a simulation which c.ddresses

only s~bway aerodynamic3, or Greater levels of detail up co and including

'.' complete analysis considering aerodynamics, thermodynamics, detailed

heat sink effects and environmental r.ontrol load calculations. As dis-

cussed in sect jon 2.1, the types of in~ut data required for train performance

t:al::ulations depend on the select"d train nerformance option. Finally,

n:; an exaranle of the options ..hich affect the presentation of rest:lts,

:J!lslrier tn'~ <1i bpl!!y uf subway hl.ll!!itiHy values: the area c8.~ have SES-

cO;J;putcd hl.li:"iditie3 :;)~E'3cntE'd i;, ~erms c;: apeclI'ic numiaity, wet-bulb

temperature, or rel'ltive hUlJjidity. 'I'hesE' examples a.re only "I. small

the following sectiors of th~s ~anu'l!.

2-26
 2.6 Engineering Data Requirements
During the formulative stages of the SES program, information

availability had a strong influence on the program structure and input

data requirements. It was recognized that if the input data required to

operate the SES were unfamiliar to the engineer or were inordinately

difficult to obtain, the attractiveness of the BES as a design tool

would be severely diminished. Consequently, the majority of the informa-

tion required for a SES application is data that would be needed even in

simpler, manual analyses of subway environment such as the methodology

presented in Volume I, Part 3.

Specific details of the SES input data requirements are addressed

in the following sectio!l.s of this manual, and vary with tbe I1.pplication

and program optio!l.s selc.cted by the eI'gineer. In situations 'Where

certain input data are nn&.vailable, perhaps during th.e preliminar;r

stages of subway design or in the few instances where the inputs are un-

familiar to the ~r:gineer, recommended values a):e provided.

System Physical Characteristics.

Drawings of subway aligr.ment (plan and Ilrofile) with the location

of stations, ventilation shafts and fan shafts.

Section drawings showing the typical cross-:::ections of the tunnels

and stations.

Dravings :;hcving the iiIncnsion3 of thc f,-n shafts and ventii.ation

shafts, dam;:;crs, g:.. a,,:i.r,e;3, etc.

(Archi tectual d;~awillgE c.:r e g",nera:ly preferable to structural drawings,

since &.I'chi tectual drawir!gs eenerall;! sh01m eO.'Jipment 9.!"rangeJ:!e!lts anc

can be used to df~term::'ne sul'.'ftY interior dimensions such as tlllnel cross-

sectional area. and. l~ngth).

Train P!1ysiclll eJJd P:;!rfcrms.nce '::'!':arac'teristicE

- Fhysical dimensions c fears (:::llgth, prcj ected frontal area,

2-27
~-
 tare weight, etc.,).

Propulsion systelI' data (type, nwnber of motors per powered car,

motor tractive efrort curves, acceleration electrical resistance

CU'l"Ves, etc.).

Al.,xilliary equipmcnt da.ta (air condi"{;ioning;ht!~i...i.ng sys-;:;em capacity;

hea.t rejection frou air compressors, inverters, etc.).

Train configuration (number uf c:::.:-:: ~pr train, nwnber of po;.rered

cars per train).

Train performance data (strongly dependent on the selection of the

train performance option, but includes deceleration rate. and maximum

acceleration rate).

Climatolo~ical Data

Outside ambient dry-bu.1b and ;.ret- buTh temperati ve, inclu,;,' ng daily

average and ronplitude, annual average and amplitllde, a:jd 5esign hour

conditions.

Subway design tempE'ratuI e criteria, dry-bulb and ;.ret -bulb.

Stru('ture f'.nd Soils D3.ta

Thermal properties, Jnclujing conductivity and diffusivity (may

vary along route).

Ground;.rater.temperature, dlpth and migration (if any).

Subway O'olers-tions Data

Train operations, including track speed rest.rictions (if implicit

nptiol", is us"j), heA<lways. station stops, dwell times ,lnd ch6.nges

Mechanical venti lation operaLions, including fan performance curves

ope rat ions.

Use of mechanical cooling or heatirg to achieve design temperature criteria.

2-23
 3. GEOMETRY

'!'be first task for a user of the SES program is to prepare a

scheraatic diagram of the physical system to be simulated. This schema-

tic diagram will facili tate considerably the preparation of the geometry

def,criptive data, ana will aE'sist the user in understanding the opera-

tional requirements of the program. In broad terms, the subway system

must be divided into: (1) sections in which air flows must be uniform,
(2) ~ which si~aifY the connecting points of these sections, (3)

~nts wh.ich have uniform geometrical properties (and therefore uniform

air velocities). and (4) subsegments which are subdivisions of segments

and which are assumed to hp..·r,~ uniform temperature and bumidi ty cor>di tions.

These four geometrical properties (sections, nodes, se~ents and sUbsegments)

are the basic geometrical building blocks of the simulated subway system.

An actual physical subway system must be converted into a schematic repre-

sentation using these four geometri~ units before the user can proceed

further with the simulation. since all other input data required by the

program must be referenced to these parameters.

A brief description uf these four geometrical properties will be

prov1ded here, to be followed by an example of the reduction of an !ictual

system to a schematic representation using these bujlding blocks.

3.1 f,yst;~m Description

1'he term "system" is used to describe the entire track and tunnel

networ!{, beth above and b~2.cw the groun';. The dbove-ground portion of

3-1

\
I
 the s;ysten may be either at grade, on an elevated structure, or in a

trench-like open cut. The below-ground portion, or tunnel system, is

composed o~ a network of tunnels and passageways. SOllie parts of the

tunnel system contain tracks ~or train operation; some are designed to

allow passengers and employees to enter, exit, and move about within

the system; and other parts permit the exchange o~ air with the atmosphere.

The analysis of a system Which is composed o~ two or ~re sep&rate

tunnel systems may be performed in two or more parts since air flows

and temperatures occurring in one tunnel system do not influen.::c other

systems. The independent simulation of each tunnel flystem does not

introduce any error into the results. The user may simulate each tunnel

system 'With track on each route extending outside the tunnel portior. o~ the

system so that the train operation within the t~~~~l system can be arranged

to be the same as :r.t' the entire system was simulated as a w,10le.

The basic geometrical unit for the simulation of the below-ground

portion of the system is the segment. '17here l.I.I'e two categories of seg-

ments: line segments and ventilation shaft ~.eg:nents.

Line Sesment

A line segment is a continuous length of station or tunnel which has

the fol.lowing geometric properties "unifo!mtt over its length: tyne (tunnel

or statioi1). length, cross section ar~a, ~imetf'!"s A.nd ~Ol)Ejr.l"eSf, lengt1-j.

Since a. line segment is s. phys:'ca::'~.y uniform lengt:1 of tunnel, the

veloci t.y or' ai:r flov in a line segment will alEO be constant over its

length ~t any cive~ ~~r,t~nt i~ tlll1C.

3-2

,,-
Ventilation Shaft Segments

A ventil~tion shaft is a structure that pel~its movement ~f air

or patrons between the below-ground tunnel system and the outside at.mos-

phere, and may be any stairway, walkway, or tunneL A ventilation shaft

cannot contain traCkS for train operation, but may contain a fan. It is

important to note that within the SES program, tlle term "ventilation

shaft" is an inclusive term for both the f:~···:uctures that are designed

for the movement of air and the structures for passenger movement such

as stairways and walkways. In most cases a ventilation shaft connects

between a point in the system and the atmosphere, however a ventilation

sr.aft may also be connected between two poir.ts within the system, as

would be the case for a passageway between parallel tunnels. Ventilation

shafts differ from line segments in three vays: (1) Trains cannot operate
in ventilation shafts, (2) Fans can be placed in a ventilation shaft

(provided it is not a stairway), and (3) 7he viscous friction between the

air and the ventilation shaft walls is assumed to be negligible compared

to the form head losses, and is therefore ignored in the ventilation

shaft Rir f'..ow calculations.

Ventilation shaft structu.res nay b~ assiVled one or more segments,

each of which r:;ay have a diffcrC71t t.rea or perimeter. FurthF'rIrorp..

vent.ilatior. shafts are sometires constructed of sezments whici' are

connected at various angles in order to satisfy pnysical clearal'lce

problt:'r.as !'l.nd ~li'.?;ml1ent wi th $urfaee geor.1etry, refl",ct j ~g th'" fact that,

in general, grr.tines are pr~fer8.bly locatec'. in the sid~wtllk rather than

in the street.

3-3
 Each ventilation shaft segment has the following uniform propert1es:

length, ~ and perimet~. These properties are defined in a manner

identical to those of line se~ents. The following eJditional properties

must be defined once for each ventilation sheft: section type, grate-

rr~e area, and design maximum outflow air velor-ity at grate.

Section and Nodes. A section is a length of tunnel within which the air

moves at a un~f'orm flow rate. It may contain one or more contiguous

segments. If these segments are of different cross-sectional area, the

air velocity will change for each segment, bui;. the bulk aJ:r flo~r rat':!

will be unitoI'm throughout the section. A line segment may comprise

all or pert of any given sect.ion, but it cannot be part (')f more than

one section. A section is bounded at both ends by a node, which serves

as a r~ference point where one or more sections may be joined. There ~e

two types of $ections: a line section, which is composed of line 3egments;

and a ventilation shaft seet:'.on which is composed of ventilation shaft

segments.

The aerodynamic portion of the SES simUlation program computes

an air flow rate for eaeh line section and ventilation shatt section

in the systen. The rate of air flow in the section is a fur.etion of

train piston action, fans, buoyancy, viscous damping, "minor" head

losses and inertial effects. 'l'hese fectors are all considered in the

calculations of the air-flows which are continuously varying over

the simulation int~rval.

A s~ction may be c.:onnp('t~'l ~') (l;~'()er sect ions 0r "to 'the atmos-

phere. In e,dditioll, sec1:.j onR I!1ust not terminate at a "dead end," th~.t

is, it must not have a closed end which does no~ permit air to flow

3-4
_____ ----....-.iI
 either into or out of the section. When simulating a system which

is composed of a tunnel network, there must be a flow path available

from ar;y node t.o all other points in the tunnel system. This flow

path me;y pass through one or more sections, but may not pass through

". the atlmOsphere. In short, the tunnel system must be an interconnected

network of sections, each with a uniform airflow rate at any given time.

Ex8ll.lples of possible sections are shown 1.n Figure 3.1.

A "node" is a reference point which is used to relate the inter-

conne~ions of the sections in a system. A node must be defined at
each .1tmction of three or more sectior..s as ~'ell as at each portal and

ope'C.in..g to the atmosphere. A node may also option.ally be located at a

junct.:Lm of two sections if the '.lser wisr..es.

If. "portal" is formed when a line segn:ent is terminated at the Iltmof;-

phere. Since li~e segments may have trains operating in them, trains

can errter or l~aYe the tunnel system through portals. The point where

a ventilation shaft terminates at the ground surface is c~led an

"opening to the atmosphere."

50des may have from one to five sections att~ched. However, a

node nth e. single section ettached is always either a portal or an

opcni~e to the atm.:.:lsphere. In this C~3€:. one ;nigH iroaginl": that there

is a second, pseudo "section" connected to tIle atmo:::phere, allo·,ring ail

to flo,., to e,nd from t' ~ ~.tmC'sphe!'~ at ';'he r.oc,=

3-5

I
 At each node the law of conservation or mass is lI'.aintained.

That is, at a.'lY instant, the amount of air flowing toward the node is

alva;ys equal to the &'llount of air flov leaving the node. The lay of

conservation of thermal energy is also maintained. The therma: energy

floving tovard the nod~ is always equal to that leaving the node.

3.2 Sche~tic Diagram

As an aid to setting up tLe system geometry and underotanding the

interrelation betveen the sections in the system, the user is advised

to prepare a schematic or line diagram of the system. In the schematic

diagram, each section is represented by a line and the intersections of

#>~

sections (at nodes) are also identified. Ea0h cf the'sections and nodes

are then numbered for purposes of i1enti~ation in the program. Fach

section number is unique to that se~ion; that is, no other section in

the sYRtem CRr. have the same identification number. Sections need not

be consecutively nUffi~red (although this is advisable to ~ssist in data

reyiew as the pr in-~ out suppl:! =s the information w;i.thin the sec'[:ions
sequentially according to the section identification numbers); the user
m~v choose any number he wishes as long as the number has not been used
previously and lies between the limits of 1 and an upper limit described
in Appendix A. 'There if) no rela-cionship between section nmnbers end their
ph!'sical location wi thin the ::;ysterr" :'hese numbers are used solely for
identification, fIIld the physical .uro.."l,;cr-:ent. 0:' tl-:.e section::, is described in
tee geometry da-cB..

In a lUar,ner similar to sect..i.ou nU1:lbers, the no\.'\e identification numbers

need not be consecutive, but they must. be unique. NoC:e numbers de not

describe the physical location of the 3r>ctions within the system, but are

only a means of referri~g to a ~e~~icular nOde. TIle node identification

numbers are con:pletely ir.dei,Jt-!lJ.ent ol'l:.h~ sect::'ofl IdentificE.t.ic,r, numbE'rs.

~-7
t
l
A section and a node may, if desired, be referenced by the Shme

identification number.

Sample System

Figure 3.2 provides an isometric sketch of a sample subway system

which is used a,'! the basis for the preparation of the schematic diagram

of the system also shown i:l Fi.gure 3.2. This fugure shows severeJ. of

the geometrical situations that one would expect to encounter in a

subway. In the schematic diagram the nodes al'e represented ty numbered

point!., the sections are represented by numbered lines, and the segments

are rf.pre?ented by portions of the nWlibered lines used to describe the

sectio,15. It enn be seen that the system shown has been represented by

18 sec'ions and 28 nodes.

'Jbe systel/l lIhown in I+'igure 3.2 contains three portals which are

loca<;ed, at nodas 1, 2 ane. 12. These nodes can be i=ediately identifi'~d

~s either portals or c.penings to the atnosphere since only one line

~ection is attachpd to them. The system contain~ six ventilation shafts

whicn provide connections to the atmosphere. They have been designated

as section numbers 5, 8, 11, 13, 15, and 17. The~e vent shafts all

terminate at nodes with only cne 3ection attached. All portals or openings

tc the atmosphere !l:\;,S t be repre~ented by node::; with one section attache!!.

'l'his system contains one station composed of portions of Eections

12 and 14. The stairway which is lcca":.ed at the cer'.te!' of the otat:"on

is connected to node mml-Mr 9. -...hich di'vid(:s the station into two line

segrue{jL;-(,,~e in line section 12 and the other in line ser:tion 14. Both

sectior. 12 and 14 are CO~p083d of two :ine Sp.gments-a station ~e~ent

and a t~~nel se~cr.~.

3-8
 KEY~

• NODE.
o LINE S£G-MfNT

~,FCT ION
[}
130U!'i!)AR'( 8iTWn N TWO
---f- LIt-I" ~tr-""H!oJTS WITlHN A
SIN';LE ~::CTIDN

F1

(9

W
I
'0
-.
51

FIG. 3.2. SAMPLE S,(STE,V\ AND (01'RE.~PONDiN& SO£MATIC DIA6RAM

 The system shown in Figure 3.2 contains both dc..uble-tracK tunnels·alld

Ringle-track tunnels. A double track tunnel contains two or more tracks on

which trains may ,~perate. A tunnel is considered to be double-track if

there is either nel dividing wall h~t,;:c::.n Lhe trackways, or if a dividing

wall of sufficient porosity is present so as to :.ot significr:.ntly affect

the bulk airflow rate in the section. FNquently trc:ckway dividing walls

are cunstlucted with regularly spaced openings through the wall. These

openings are placed for safety and acc~ss purposes; however, they also allow

air to flow between the track·.,rays. Poro:li ty, which is a measure of the

",")penness" of the wall, is defined as the r.atio of the open area ':>f t!1e

holes to the area of the entire wall.

Scale model tests (Ref. 1) have si10wn that tUnn"'ls t,dth porcsity

v •• lue."l from 0 to approx~m"t-ely 5% ~hould be treat.ed ilS two ~eparate parallel

segments with discrete ope,lings between them. The airfl':>w in the paral1.el

tunnels exhibits some degree of assymmetry for pososit}' values on the order

of 5\ and greater, but the piston-at::tion bulk tunnel airflow is essentially

the same as if no uividing wall exists (nee Re~. 1 for details). Thus

turl1lels 'Iii th poros~ ty over 5\ can be adequately simulated a~, one double-track

segment.

Referring tc: Fi9ure 3.2, ,;. t I"'1l1l be SE.-rm that nod~ 4 has four seclions

attached to it. In this case, three line sections u~~ one ventilAtion shaft

section meet at the llude. Node 3, which is located at a junction ::-f only two

sections has been placed in the system at U~ user's option. If this node

were not prcsr>nt, ,.actions 2 ilnd 3 "'QuId be combined into one section. This

node Wi'S inserted iT. order to fdcilitate fut.urc modifications of the program

to allow a new section, such a, a vel1tilatiorl shaft, to be added. Add! tion

ot a ventilation shclft to all existing node requires only the! definitioll

3-10

l
L
of an additional ventilation shaft section which connects a new

node, open to the atmosphere, and sting node.

If an existing node is located at the poirlt where a new

ventilation shaft is to be connected into a system, the user need

only define the new ventilation shaft to be connected to this

exi3ting node and enter the properties of th5.s new :3haft in the

ventile.tj on shaft data. The user will have fewer modifications

to his input data when a vent shaft is added to ar. I;:xisting syst.em

at a rreviously existing node than he will have if a node was

not placed in the original tunnel system in anticipation of the

future addition of a vent shaft at that particular Doint. If no node

exists at tbe point where the user wishes to add ~ ventilation s~aft,

there will b", fewer modifications to the input data if the user edds

the new node &'1d the new -.ent shaft at thl.: interface between two

sognCllts, rather than in the middle of a segment.. The reasons that

fewer modifications to the input data will be required if the new

vent shaft is placed at the interface between two segments are a.s

follows: 1.1len a new !lode is placed. between two segment., ac the

segment inter face, it create::; only one add i tiQnal se.::tion IIDd no

add! t1 0na1 se&-1ents" If the new nc:!e und '"ent ::;haft are pl aced in

must "ue brok,"u intu two 5egl~entf;. Tnt!reforp, ..Den the new node and

vent sJ-.llft are 111tiL'~;(1 in tL", mhidle <;1 ~~ t'.~v,!!l';!nl. Qne E'.d.ditional s·~c'"i()n

3-11
and one additional segment will be created. It is alvays a good idea

for the us~':r to anticipate any po~sible future additions to his system

'as it will save him a great deal of time should modifications be necessary.

The cross passage represented by section 4 (see Fig.3.2) must be

represented a.s a venti:ation shaft 3egment i f it is to contain a fan.

or as a line segment if it is to include any steady-state heat loads. If

calculations are desired to determine the heat crea.ted by viscous friction

along the walls and for evaporation from the wall surface. the cross-

pa.ssage must be represented as a line segment. It is suggested that cross

passages be represented as line segments unless they are expect.ed to

contain a, fan. Stairways and actual ventilation shafts may also be

represented as line segments if desired.

3.3 Prepa.ration of Geometry Data

System line sections must be described on Input Form 2A and system

ventilation shaft sections on Form 2B. (Each of the required input items

necessary to perform a SES simulation are discussed in this manual. The orde~

in which these input items are described does not always cQrrespond to the

order in which the input items are entered in the input forms.)

The input information required is the section pumber, a ~tarting

!!.~~. and ending node nur.:bcr, the number of segment~ in the section.

and the initial air flow rate. /,1 though the selection of the starting and

p.nd::'ng nodE' is f?nti.rely arbitrrcr,'y, Vhf! pJ'O/;rum oucput re~')l't;; air fluus as

positive if flow::':'l;J; frO!l<':!1c sta:,·'.ir:g !:::lde GO t!"ic en1in,,,: n032:.r:1 af:

'l'be line sections maY bl! er~ter'~d::m Form, cfl in any order desired;

it is not necessary that, the ;:;cr.ti:-n :nJ,mbcrs be sequen-:;::.:i!.. '.'ne saree is

true of the ventilation shaft 8"!cticns '~nte!'ed on Form 2B.

3-!.')
 Since a line se~tion may bE; composed of one ar more line segments.

the number of segments in each section must also be entered.

Line segments are described on the Form 3 series of input forms and

ventilation shaft segments are described on the Form 5 series of input

forms. The order in which line segments are described on Form 3 must

correspond to the order in which the line sections were described on

Form 2A. In other wcrds. if 'the user ',./'as ~limulating the system described in

Figure 3.2 and had entered the line sections on Form 2A in increasin~ numerical

order begir.ning with line section 1, the line segments would also have to be

entered i!: increasing numerical order begj.nn.i.ng ',lith line segment 1 on Forms

3A through 3E. Similarly. ventilation shaft seglnents must be described on

Form 5 in the order that +':.le ventilation shaft sections are described on Form 2B.

If a section contains more than one segment" the segments must be entered

on the input forms in the order in which they cceur within the section. The

segment closest to the starting node must 'oe entered firs't.

I,imi ts on the number ..,f sections, segments, and nodes which can be used

are discussed in Appendix A. Methods for modifying these limits are described

in the Programmer IS r.!anual. 'l'he geometrical properties of a segment are defined

as follows:

Line Segmen~. In the prograJll input line segments are divided into

two types! tunnel segments are designated as t~~e 1, &~i station segments

arc desi"nated as t~"Pe 2.

tudina ... axis of "ile segw"llt.

inside of the tunnel which intersect:.s a plane p,"rpendicul<ti' to ttle

lcr.e;i tudina.l ::xi: of "the segment. I!! ~)'ther ',-I0rds, H is l he insi d", "rea

of the tunnel which is open to pe,·.."it ai r floW' withln the tur.r.el. Thi s

3-13
,
t
area is computed by taking the gross tunnel inside area a.."ld subtracting

trom it the area of any fixed obstructions such as catwalks, cable ducts,

tracks and ballast, station platfo~s, etc. In stations, the passengers

who are waiting to board trains can also be (!onsidered to be an obstruc-

tion to the air flow, and the cross section area cf the tunnel may be

reduced by an amount the user feel s repres/,mts the average area obstructed

'by the passengers. In many cases, the r;ross section area of the segment

can be measured from the plans by using a planimeter. Tho croSS

section area of trains is not subtracted in computing the segment

cross section area. ',~h(· c:::'oss section area is measured in square

feet.

The degree of latitude in the "uniformity" of 1he properties of a

line segment which would be ac~eFtable for a giVen simulation is defen-

den.'\; upon the detail and accure,cy desired. Users '\i'ho are interes~ed in a

preliminary evaluation of a. s~-stem may wish to neglect variations in

"unifonrlty" which should bz :::onsidered in a more detailed simulation.

The flexibility of the program allows a user to obtain e. degree of detail

appropriate for the inter,ded uses of the results. The fo1: owing exa.mple

il1.ustrates the options o;en to users in describing the geometry of a

system:

Example' 3.1. A port::i on of a tunnel might 'he S!lOWD in i:ne plans

..nth a variation of the diameter along its length. 'This porticn

could be described ["s a s:;'ngle l~ne 3egrrl'~nt 0.[' average area .if

the user is performing Ii l'ough-grair,E:d sinmlatio,1 1'or tho: purpose

of a pre'.i!l!inary eva.~u~t ion. Hmrever, t.he 9.:!:!uracy of thE:

simulation resu.lts ma;y be improvp.d by entering the physical dp.tails

might be described in two different ways G.p.pending upon the accuracy

w!i.icb is l:equired.

3-l4
o },
.._c_---,----- ----- - f -------f~----·\
U
PORTION OF A SUBWAY TUNNEL AS SHOWN ON DRAWING

/h '
_______________~t ______________
ROUGH-GRAIlmD SIMULATION - A.SSUME TUNNEL TO BE UNIFORM

ACCURATE DE'l'AILED SIMULATION - CREA1'E THREE SEPARATE SEGMENTS

Fig. :3.3 Degrees of Accuracy for System Geometry.

3-15
Vent Section 'l'ype. Although the ter.m "ventilation shaft" is meant to include

both structures for air movement and passenger movement, a distinction is

made between the two uses in coding the ventilation shaft "'l>ype". A

ventilation shai't d.esigned for air movemem; is designated as Type 1, and

a ventil~t.ion shaft intended for passenger movement is designated as Type 2.

(A Type 2 ventE.atioD shaft is labeled as a "stairway" in the simul.ation

output.) Fans may optionally be located in Type 1 vent shai'ts. For

further details on the simulation of fan operation, see Section 4.4 of

this manual.

Grate Free Ar~a. This is the unobstructed area of the ventilation shaft

opening to the atmosph~re. The "free area" is the gross area minus the

area of any obstructions to the air flow, 3ur.h as sidewalk gratings. The

grate free area is measUI cr.. in square feet.

Design Maximum Outflow A:'.r Velocity At Grate. Thi.; i.s the rate of air

velocity which the Qcsi~ner feel$ shoull not be exceeded at the ventilation

shaft. grating. This air velocity is ce·m.puted using the air ::'"low ra,te and

the "grate free are/;;., " "O'.ltflow" refeJ's to the flow of air cut cf the

ventilation shaft into th.! atmosphere, This airflow may be either "pobitive"

or "negative" in the ventilation shaft. depending upon which direction has

been defined as "positive" by the use;~. Using the data describing the

length, perimeter and head lose coefficients for each ventilation shaft

seg::lent, the program cc:npu~,e3 an "equivalent" ventilation shaft which is

c;.)mposcd of cr.e "segment" ·"hose d~uK ns ions ar(O :;uch that. its aerodynamt c

and thermodynamic be'havior if, equivalent to that of the original multi-segmented

ventilation shaft. This "equ:i.val€nt" 'fel,t shaft '\;egment" is then '.ls'?:l .Ll'!

all further computations, res'J.lt.ng in a decrease in the number of cll.lcu-

lations require;'! c..'ld a rcducU C:l in c~":lputer co::t. 'l'he area of the firs';

segment entered in the datB. for a vent shaft if, ''<f.'c(i as the area of this

"equivalent" S'ha~ and the velocity in the ventilation shaft is given with
,
r~8pect t? this area.
I
Subsegments. As previously noted, the geometrical partitioning of a

system includes dividing the subway stations. tunnels and ventila.tion

sha.fts into a number of segments, each of' which has "uniform" cross-

sectional area, perimeter. wall thermal properties, etc. However.

temperature and humidity values may fluctuate OVer the length of a

subway segment for which the geometrical and physical properties are

uniform. Therefore. it is necessary to divide sebIDentE into smaller

geometrical entities called subsegments. each of which can have an

independent:y computed temperature and humidity. t~ereby making i t

possible to reflect small-scale variations in subway air-sensible and

latent heat. This geomet)~ical. subd:'.. vision increases the accuracy of

the tetlpelature anc'. humidity calculations. as shown in Figu.re 3.4.

Each line segment in a syst.em is divid'=!d into one or more ll'1e

subse@1lents. R"..ue's for determining tu~ number of subsegmentl' to place

in each segment ar,~ o~tlineci. in Chapter 5 of this manual. ~ach

ventilation shaft sec·, ion can also be divided into one or morE" subsegments.

The total of all the subsegments in the system (this ir~cludes both line

subsegments and ventilation shaft sllcsegments) car:not exceed the limit

given in Appendix A.

3-17
 (

I
\
\

SEGMENT WITH ONE SUBSEGMENT

(\, ? \
7 "
f \

~).L------'--'/:...--/__ ~\
/
SEGMENT WITH THREE SUB'3EGMENTS

I
\ I
/
\ I \
-----
I \
\ I \
I
('\
\
I
""\-
\ I
I \
\
I \ I \ I I I
I I \ I \
\
\ / J I \ I
/ / \
, J \ / \ I \
/ >. / >-J " / ....>.-..:..-- - --

SEGMENT WITH EIGHT SUBSEGl.fE.'lTS

Fig. :3.4 i38Jllple Subdi visio.1S of 3 Similar S~gments Into SUbsegments

Presented in Ord£;')" of Increasing Accuracy.

3-18

rMC" r -,--
J
 REFERENCES

1. Developmental Sciences, Inc., "Double Track Porosity Testing, It

Technical Report No. UMTA-DC-06-0010-75-4, City of Industry, CA, 1975.

3-19

--
 4. AERODYN.ANIC PF.EWMEUA

'I'ht:: air flow at any point in an underground rapid tNllSi t system is

influenced by many different factors. The main influences on the air flow

within a subway system are system geometry, forced ventilation.

and the direction and frequency of train movement. The

air flow wi thin a subway system is also affected by buoya:lcy, the geome-

tri~al configuration of the trains, roughness of the walls in the system

and outside ambient conditions.

"('he geometrical partitioning required for the COIllpl~tation of the

system aerodynamics is accomplished by dividing the enUre system

into segments, each of "h:i.ch has a statistically tmiform cross-sectional

area, peri=:etcr, and ~/all thermal propert:!.es. The user must deternine

the head losses betweer. each of the segments, treating each se~ent as

though it were a piece of a continuous air duct system. The user must also

determine the decree of rouehness of the walls in each ~;egment. The roughness

of the walls deterr:l1nes the friction factor of the wall:;.

The user must suprly the program wHh various data on the geometry

and perfor:nance of the trair.s in hj s system. Each train tra\<elling through

the tunnels it: !l. s:r!:tem ]:JUshcs on the air In front of it j.1 9. f.'anner

similar to a pis'ton in ~":1 opel~ ended '.;·""be full ~!' air. ':'C:c e.mount of air

are9. of the trains "00 the crtJsf,-secticnlil I!r:'!a cf tte tun.""lcl (blocka~e

ratio) . 1"ne amOUlY" of air that ~:n!.ins force 'throu;:r. a ;:;Yr"t""'. also depends

the sys.tem.

.
4-1
 A system may contain fans to provide forced ventilation in

specific areas of the system. The magnitude of the air flow from fans

is often equal to or greater than the air flow generated by the piston

action of the trains. The user must supply the program with the fan

performance characteristics for each type of fan in his system.

The computations of the air flow in each segment are carrie~ out

automatically using the system geometry. fa...'1, and train data entered by

the us~~. The program may be run with fans and no t~ains, trains and fans,

or trF'· .. .3 without fans, depending upon the program option being used.

These options are very useful and can,in certain instances, reduce the

amount of computer time necessary for a run.

The aerodynamic subprogram continually calculates the rate of air

flow wi thin each section in a system. The .:d.r flow wi thin the systeu

always satisfies the laws of continuity at ,a-::h node in the system.

The
.- interval between each new aerodyne..'Ilic calculation is specified by
the ueer. and the accu~acy of t~e results of the SES simulation are

inversely proportional to the length of time between each suC'cessive

aerodynwr.ic calculation. The air flow in a portion of a sub~fay system

can change ni.pidly. These l-apid changes can occur when

a train passes benea<:h a vent shaft, when two trains pass each other

in opposite directions, ~~en a fa~ .is ~witch2d oe, and when a train enters
\

9. system at a high sneed. If the U!'ler specifieo tlme interval betweE'n

successi ve aercdplwnic calculations is too largp th .. resul tfl of t.he SF:S

will not accurately reflect these ~afid changes.

4-2
 The aerodynamic and thermodynamic sl).bprograms have It'ability criteria

that ~lst be adhered to at all times. Each segment in the system is

partitioned into smaller geometrical entities called subsegments. Each

subsegment has an independently computed teIllperature and humidity, makin'!;

it possible to reflect small variations in the system air sensible and

latent heat. SimijerlJ, each section within a system has en independer.tly

computed rate of air flc...,. The sensible and latent heat in each subsegment

is greatly affected by the movement of air through the subsp.gment. The

thermodynamic velocity-time stability criterion states that the velocity o!'

the air moving through a subsegment can not be greater t ,lan ~r.e ratio

of the length of the .;ubse.9'l1errt and thE: user specified tiU'e interv'3.l between

each thermodynalnic calculation. This veloci ty-t: me stability cri ter.i.on

should always be taken into aCCOlL'1.t when choosing the length of the: subsegrnents

within each segment.

'!'he input parameters required for the aerodyrJamic portion 0f tl'e SES

are described on the following pages. These input parameters include the

tUIUlel roughness lengths, segment head loss coefficients, fan performance

data, and system geometry within the vicinity of the nodes.

4-3
 4.1 Roughness Length (Input Form 3B)

The roughness length (E) elf a tunnel is the avere.ge height of

the uniform protuberances from the tunnel wall. The roughness length is

a function of the type of construction and fini::;hing techniques us'"d

within the tunne2.s of the system. Ta'l:lle 4.1 gives typical ranges of values

for common types of materials used in subways. ~oughneb~ lengths are

measured in feet. The roughness lengths are en'cered in Form 3'). The

:::;;::s p'op:ram distinguishes '::>etween tunnels wi tl: un:i form roug;mess ar.d,

tunnels with~. A sketcr, of a tlmnel with uniform roughness is given in

t'igure 4.1 and c. sketch of a tunnel '.;ith rib~ 5,Q given in Figure 4.2. These

two types of tunnels are di.>cussed below.

TABLE 4.1

Material Roughness Length E, ft.

concrete Rough Forms 0.0055 - 0.01

concrete Smooth Fo)"ffiS 0.001 - 0.0055

Track Bed with 2" Ballast See 'r"xt

Tile Walls C.OGOo

Ribbed Tunnel ~ee Text

N "vn ~
RE u Pv

4-4
 I
_J_

,- TIll .lllll'f /1/ (F" nl£ TlANNlL

"_~._·i' L____
_~JI [M!\ TIC [) I I\(]l\/oJ:l OF 1 i{ N Nr.1. __~ITH _.)r~JF ,)t!tL
K, C'.,1 GHt, i ~ (~ ._ L [1\\ G T HJ

4-5
tB -jbl-
B d
l
a a
a; ~'85j
TUNNf/.
/':/
wl/L1':' ~
1
Do

R
r-r---j
Q R ~~ R 1R R

h: TI-tE HE IbHT of THE R'~~

- it r (11, T/ C z,; A Gf~IJ!:L I".; F,_t!l,l,_~L~I :_

" {lNNE L

4-6
 where NRE .. the Reynolds Number
3
p :.: the mass density of air. slugs/ft \
V = the velocity of the air. ft/sec

., D = the hydrauJic diameter of the tunnel, ft

~ = the absolute viscosity of air, slugs/ft-sec

Q = the volumetric rate of air flow in the tunnel,

ft3/ sec

p = the perimeter of the tunnel, ft

\I = the kinematic viscosity of air, ft2/sec

The relative roughness of the walls in a system is defined as the

ratio of the rougr~ess length and the hydraulic diameter of the tunnel.

This is expressed s~~bolically as FID WLere E is the roughness length and

D is the hydraQlic diameter of the tunnel.

The Darcy-Heisbach friction factor of the walls within a systerr.

depends upon the relative roughness of the walls and the Reynolds number

for the air flow through the system. This Darcy-Heisbach friction factor

is defined as follows:

pfLV 2
2D

2
where £'IP = the pressure drop oycr the given length, !b/ft

p = the mas/'; dendty o.f the air, slugs/ft-

,
L = the IE'nett 01 ~he t,m:,,~l , ft

V = the ve10city of the ~, - in the tunncl, ft/se~

D the hydr'luli c oil1meter of the tlUmel, ft

f Dar 2y-'lci :'~3ch frict.ion f~ctor
 The user must enter the rOUBhness length for each line segment in

a system. The program utilizes the,user-entered roughness lengths to

calculate the friction factor for th€, W!l.lls wi thin each line' segment.
I
The SES calculates and prints the hydr·,'l.ulic diameter. relative roughness.
,
't
and fUlly turbulent friction factor in ,;he input verification for each

line ,segment in a system.

\
The r0ughness length of a wall is obtainable from many different

sources. Figure ~ 3 is a Moody diagram showing the relationships betueen

the friction fe.etor, Reynolds number, and :-elative roughness for various

types of tunn.:>ls with uniform roughness, Th~ ai:.,' flow in subway tunnels

is almost always fully developed turbulent fllW. 'Therefore. th~' user may

determine the :::elative roughness, and thereby ,",he roughness length. for

a tunnel where the only known parameter for the walls is the friction factor

due to the fac 1; that tht friction factor is no longer Reynolds number depen-

dent for fully turbulent flow.

Table 1. in Appendix B p.rovides the Darey-Weisbaeh friction factor

as a function of relative roughness for ~ully developed turbulent flow, Th~

user may use this table to determine the relative rougr~ess, and thereby the

roughness lEcngth, for a tunnel instead of '.lsing a Moody diagram.

Table 13 :in PI'r-='1d.ix B !'-r('vid",s the I'1',rcy-Wds'l:>9ch fri-::-tion f ..,ctor

as e. functien of P.e;molar: !':'=.ber a'.d rcl'ative r:;u.!,;r.r.crs. ':':1is :cb.2.e is

simply a Moody diagraJit it. '~ab\.LLa:, form.

'!'able C in ;,ppE;!1<l~ Yo B p·ov::' ::!es the relative roughness as a fUEct ion

of the Darcr-We5.sr;acn fl'ir:d')T: flct,'r fe!" fully developer; tnrbulent flow.

r~lative ro~ghiless. and

i
J
 "': , :) r:' \ ./: , :c:i.jt'r ,,( GO°F I ;'~fo"ty in It/sec x diameter ;:, illches)
~o 8~3
~"! _ _ _ _ _• _ _.~_j_C
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sn:f}) I !
;.; l~" ~O 40 ~a ICC, iSJ 4.~a G~'0 ,:';2 ~ 7GOQ 6~OO B'~~O;! ! 20.000 (0 DCa 160.G~O lo~.c[n
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,j ~ ~ 57 • 2(ID') 4 5 G7 9 5 2110 I ';!l ~, 4 5 Ii 7 ~ 9
lv' j(J' 10 lOb J01 10 8
R,.'jn'II,;~ rii:: ,i;'.'r H l;e ( = F i;! I',. "c. 1 ) III Ii, /' 111 rt'/sec)
Fll~. 4.- 3 M.p" ;1,.' rj'·lgr;nrL

,.
ther~by the roughness length, for a tuzmel instead of using a Moody diagram.

Ribbed Tu.nnels
If the protuberances in a tunnel are spaced widely enough so that

the roughness of the tunnel can no longer be considereci uniform, th.e

tunnel is considered a ribbed tunnel. A sketch of a. ribbed twmel is

given in Figure 4.? The fully turbulent friction factor for a ribbed tunnel

cen be determined from Figures 4.4 and 4.5. Once the :rriction factor for a

ribbed tunnel has been determined from Figure 4.4. the user must use Tables
A through C j.n Appendix B to determine the appropriate equiva~_ent roughness

l~.'ngth for the tunnel. 'I'he user can not enter the heiltllt of the rihFl R.fl the
roughness length --he :r.ust first determine the friction factor and then

wori{ brwkw8.rds from T9.bles A. through C in Appendix B as previously

c:q1 [d,~~(l to obtain the roug! ... _.::.; length.

VaQing ROllGhne2s LenG-:L .~lo,-,r,; the Tunnel Perin:eter

The walls of a subway system will generally have varying roughness

lengths along the different pox,tions of the tunnel boundaries. For instance,

the trackbed will have a different roughness length thall the ceiling e.r.d the

walls. The perimeter of a line segment can be entered in separate fragments

to account for the various surfaces comprising the total inner surface of thE'

tunnel segment. A rOIlf!hnes'3 length must be entered for each of the seF'3.rate

fragmented perlll'eterf'. TJp ":c ei.c;:.: l'criilct:->.· "set.;rr.-::li.ts" ",rod corre2ponding

roue;hr.e!':" lcr.;ths r.-;.ay be cntC!l'ed :01' ea(;h :Line segn:ent in the syster.:. An

may c(': use,! is given in tho:- following exs,!J:ple. The SES calcllJ.ates a weieh·.ed

roughness leneth are entercc for a lIne secrnent. The weighted avera~e r~ughness

length is printed in t~.e input veriflcadon for each ::"ine zeglller.t (See Ex01'lple 4.1).

4-10
 EFFECT OF INT~AN.<l.L R1521f!G ON PIPE
FLO'.'1 FRlCTION F.~Cr'::;R 1

Ii ----. - - T-

'OT ~_ ~ //-1
: -b
~_ ~ to u-r-u-
! --I1 n .;)0 /I
: -- A -':-J-n.. y
/ __ I
,I I --.... '
I , _ - _ " , 'I
~
I I /."- - - " . --... ... -, '-!i.O?O

........ '.... .........

""'""' ICdr' "'- '" I
'1--------" ,,0.)0
~> - ........ .... ....0.050
_- ----"-_ __ • ........',
II 01-"
._',--f--------
1 ',-
"0ok"
__.--'0,0" ... '. ""'-
/ '.~.Q40 "
I // ........
/ ..
0.0/0-/ ",
I
FOR Do f
hiD cO f=~PL-'-~
,or~~ ~~~ - - -: '/ 0 ~pl.J
! I
IO-~ r~
I", 100 Id
}. /00

Fig. 4."
1. Associated Engineers Report No. UMTA-DC-MTD-7 -71-7. "Preliminary Steady-State Subway
Aerodynamic Analysis (Ir..('ompressible)."
Prepared by Graduate Aeronautical Laboratories/California Institute of Technology for
Uni te'i States Department of Transpr:rtatioJ'l.
 EFFECT OF SHAPE OF !NTERNAL f~13r1NG
2
ON PIPE FLOW rRICTION FACTJR
(f BASED ON Do)
10i,-----------r-----------r----.------·
h/oo =0.070

Fig. 4: 5

';!. Associated Engineers l\eport No. tJMTA-DC-IIT'D-1-71-7. "Preliminary Steady-State

;',;ubway Aerodynamic Analysis (Incompressible). II
!'.repared by Gra.duate AeronauticA.1 Lahoratories/CtlUfornia Institute of
'Iechnology for Unit cd St.ates Department of Transportatir)ll.

4-12
 Example 4.1 Considel' the tunnel line segment cross-section

given in Figure 4,6. The walls of this twmel line segment

hav~ var~ou5 ite~s attached to them such as pipes and walk-

ways. The entire perimeter of this tunnel line segment can be

broken into the segments outlined in Table 4.2. Table 4.2 provides
the approximate theoretical roughness lengths and resulting

friction fa.ctors for ,each of the segment ,;d pe~·imeters. The

weighted average friction facter is alEo pro·vided.

The user does net have to perform. all the calculations shown in Table 4.2.

The SES computes the friction factors-- the user only has

to enter the roughness lengths for each s(~gmented'Oerimeter,

The user may also calculate his own weighted a\rer£l.ge friction f2ctor

and/or roughness length for a line segment and simply enter the total

perimeter of the line segment and his weighted average roue;hness length

for the required tunnel friction factor data,

4-B
',,'- .'/'/'1':
, . f_ _
,'\' _ __
U f: '/i

4-14
 Table 4.2 Theoretical Tunnel Friction Factors

For Segreentcd Perimeters ~escribed In Exemple4.l

(1 ) Subperuleter (2) ?erce!1tage of (3) Roughness Characteristics (4) f (5) Weighted Con~~ibution
Identification Ferimeter Re1ative* >..** t 4)
h.** to total f t (2 x
Roughness ..l2- _D_

Pipe snpport3 11% 0,61 0.01 0.051 0.0056

Rail and P2.C(; 4"" 0.09 0.015 0.037 0.0015

llJf
Catwalk anc. sllp!lort.:; 4" 0.24 0.15 0.135 0.0054
.\"-
I Third rail 1:ln,1 r;upport;s 2% 0.3 0.04 0.22 0.0044
<11
.-'
Ccncrete .:a11 su:rf~;:~ 79% 0.0002 0.014 0.0111

Weighted tunnel friction' factor: 0.028

* For use vi th Moody diagram to evaluate f

.. - _ t
~*
.-
Roughness characteristic of ril~b~d: tunnels (h :; height, A = spacing); f
t
evaluated

using Figure 4.4

 4.2 Hea.d Loss Coefficiel1ts (I~put Forms 3C. 5D)

The energy lost by B. fl".lid when vork is done by the fluid against

friction between two gi Vf n points of flm·· is referred to as the head loss

for the fluid between the two points. There are two types

ot head losses: 'l'here is a head loss due to viscous friction, and a

head loss due to ~bru~t changes in area or turns within a tunnel. The

head loss du~ to fri~ between two given points of flow is defined as

follows:

h + +
f

where hf = the head loss between points 1 and 2 d'.le to f!"icti~L1

P = the static pres3ure at point 1

1

P2 = th~ static pressure at point 2

W = "he specific weight of the fluid

V1 = the velocity of the fluid at point 1

V
2 = the velocity of the fluid at point 2
...,
"1 = the vertical height of point 1

Z2 = the vertical height of point 2

(Any consist.ent set of unjts n:ay be used ''[i th the~:c cq'.lations. )
Expressions Lave b("~n developed to determine tte loss of head due to

friction. Tne most convpnient ~xpression to use is the Darcy-Weisbacr.

equatior, :

h :: f~ V2
f
r1 2f!

wher(;; f = the Darcy-WEistn~~ ~rictic~ f3ctor

i, ~

d = the hydranl ic dirurleter of t~e turn~l

V = tho:! velocIty of the fluid.

I
J
 The 10sses that occur "hen sudden enlargements, contractions, or

~ occur in a tunnel can be expressed in terms or the velocity head

of the fluid just before the sudden change in area or the turn occurs.

This loss is often referred to as the minor head loss. A mi.nor head

loss is an irreversible hea~ loss in the total (static ?lus dynamic)

head in the SCflllE'n-t. The term "minor" dces not imply that these losses

are e,mall, 'but i t is a name which has been h .. storically applied to this

type of head loss. Tne minor head loss can also be expressed as a friction

lolOS by calculating the equivalent l"!ngth of tunnel thrvugh which the fluid

woU:"d have to flow in order to lose an amount of energy equl,valent to the

energy lost durinS the rapid change in area or the turn. The !:linor head

10B2-. is expresf-ed a.s follows:

1. '17- vv2
(hr)m = f ,d 2g = ~
2g

where (h r \1l the minor h-:::ad loss

K = the minor l".ead loss ccefficier.t

V the velocity of ~he fluid

Variv'ls tables ,..·hich sUfPly minor head losses for cer~ein types of

system eeor;;ctry provid<;! ther"e head losses in the form of equivalent lengths

of tunnel. The t',o('ve rcle.tion"hi-p must be used to convert head lotlses in

equi valent len~thi to 8.I~ equi valen" head loss coefficient un for each

abnlpt are'l cr.an ~c or "ur:l.

The S::'S rroc;l'ar.1 htcrna:'.ly calculates ttp hpQd loss d1.,e 1:0 frict:!on

for each lir.e seg:::cnt in "he ;;ys-:'€:;;. Ther.:> fore • t::e i.iser need cnly cntL~'
 coefficLents basen on cha~ges in total pressure only (static pressure

plus velocity pressure). Head loss coefficients are sometimes calc\\lated

using the change in static pressure and the uaer s!1ould make certain he is

working solely with total pressure changes. These minor head loss coeffi-

cients must be entered for both the forward and backward ends of each

segment. The forwarJ end of a segment is the end where poeitive flow

leaves the segment. ~e backward end of a segment is the end where negative

flow leaves the segment. A sketch describing the forward and bachward ends

of a segment is given below:

_J
1-'
<
'..,-
/ ..
I
1.____ . ____ ~.~ ____ '"

'The minor head loss coefficients may be obtained from various sources.

mp-~y typuu of 6uddpu .. .(l},angec in area. 1'n1:>le 4.4 provider, tl:c lose

coefficients based on total pressure loss for many 01 ffcrent ~Y1'''''' of

suddpn areI'. chnngeu and turns.

The user must enter tlw head Joss coefficients for both positive

and negative flow at ea.ch end of each segment in the system. The

positive and negative flow directions at the forward and ba.ckward ends

4-18
 Table 4.3 Loss coefficients based on total pressure lo~s for area changes.

LOllI LOSS
ILLlISrllATlOII CO"0IT10a CO£ffleIEIIT TYPE "LWTRATlO" CO""ITIII". COEffICIE"T

-
8.1 0.81 81 ASRUn 0.0 0.34
0.2 0.64 16 CONTRACTION 0.2 0.32

AIRun
[XPANSION
L_ - 0.3
D.4
0.5
D.6
0.1
0.'
0.49
0.3&
0.25
0.16
0.09
0.04
5
2.25
1.00
0.45
0.18
0.0&
SQUARE
EDGE

1-----+------- -,--------I~----_l
AI
~
0.4
0.6
0.8

~
0.25
0.1&
0.06

0.3 0.01 11.01 GQAOUAL 30' 0.02

t--------+------+----t--...1.---l CONTRACTION _L-- 45·
60"
0.04
0.01
8 t
•. ~ ----;-- I 0.17
~ r 0.22 EQUAL AREA A,"A2 ' C
GRADUAL
EXPANSION ----
--L I
8 : 1(;"
20"
0.28
0.45
TRANS·
FORMATION O[2:n
/I
A, \ I
0
AZ
8<14°
-
0.15

-i'~ At':f~"
0.59 I------I-------.-I-.-----I-------l
o.n L--
flANGED
ENTRAPICE 0.34
1.00 ~--------+--------~~------4------~
_ _ -1_
(·2"'0) I . - - - - 4 - - - - L_ _ i DUCT
ENTRANCE
-_

1--_A{l~JA1,_+-_.J:!!. --f-------+----+-----I----
I
A-GO C
0.85 I
SQUARE OIl 2.50
0.2 2.44 FORMED ~-_... A-oa C
EDGE
0.4 202& E1TRANCE 0.1ll
ORIFICE
EXIT -_.L.I OT
Ao
0.&
0.8
1.0
1.9(,
1.S4
1.00

~ '-A-R-_-_- _~ -~ -.~J~- - f_ _.j~- _-_-E._'-o~ ~ ~ ~ C~ - +_-S-~U-o:-:-E-~1I-.bp-__

. .,;.=2-11
.:_
0.0 2.50
0.2 1.90
0.4 1.31
ACROSS -- £
00
...L 0.'0 0.7 ORIFICE
ENTRANCE
-,
,.. .. 0.6 US
DUCT _---I---L il.'l!
UO
1.4
4.0
Ao 0.8 Ul
1.0 0.34
.-------4--------~

A:~SS .1, ! IiID C ~~A-.-+_.-Co""----l

l
-. 0.10 0.20 " '-2 0.0 2.50
SQUARE Ol
DUCT 1- I _L--t__:_:~__.+-__~:_~5__ _1
EDGE
ORIFICE
IN DUCT
-

.-Jl]~_
AO
0.2
0.4
0.6
o.e
1.16
1.21
0.64
0.20
STREAM- 1.0 0.0
WHD lr , EID C
:rr1UT ~ C> 0 0.10 O.OJ
"CROSS T I 0.25 0.23
DUCT --'--'" 0.50 O.SO

E C

~-
INTERNAL
TIE
ROD
"-
_ _. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _L _ _ _ _
til IN.
114 IN.
&l1IIPI.
~ ___ " __
~
G.OI04
4.0255
IUMO
_ _ _ _ _ _• ________ ~

4-19
 Tob~~~_~~0!91 Pre,sure lo~~e-,-Due to Elbows
(AdditIonal Equivofent LOSES
'0 In'ersedion of ':cnte" Li')e$)
in hceu 0' Fridion

• \ :1 ~ 'It" b l~' 'I '" 1 ,f , L~ U ~ I·f ,\ f'pr<.'\ : Jl' I' ,·1, (' II.!
I. \ .dw." ('.111 \11 ',. I ,r,,' r .') tUI'!;, II \ '\'''' for I ,- ()JJ2.

4-20

i
~~ .,-~~~,,:,~~,;t.:$..~~\~'~
 of ~ segment are shown ir. the diagram below:

r---.-l ;-'1' ,f.-:, ,//:,.

~ 1;1 !;"!>I Fi.r./)
\ :
I ~ 'V,~'A;/
.lL___ -r...,L.1_ _ _
,'Ii'1<, ,-!.;
~_._...:.,'',-'_:../.:",'_'.:.,:..,'_ _ _ _ _ _ _ _,_,_,1_' ,Ii i.'

/- . lIT

,.~ 1 .. " ,_

! . /- ..

Minor Head Loss Coefficients Between Two Segments.

The user mU3t only enter the minor head los~ coeffidents ~ ~t eacr. s~gment

bounda~. In other words, if the user enters the forward end positive and negative

flow loss coefficient::. at a segment b01mdary. he mUE t enter zeros for the

head loss coefficients for the subsequent adjoining segment at the adjoining

segment's backward end, and vice verSR. It is extremely important that the

user fully understand tl",e methods for entering minor head losses outlined

below. A conunon erro~· often made by new us€o!'s is that they enter head

losses at a 3egment boundary tw~ce. It can not be emphasized strongly

enough that the head losses at a segment boundary are entered only an~e for

a given flow Jirection. An example showing the f~ur different ways minor

head Josses 8t a segment boundary may be entered is given below:

, '

", ,...- : ~ r _~ I {/
I
- :

t, '-----j_;;,' A-;:;;:-,-:-:--JI I,;, ,

~-,--,-~
~- -'.. - I. ,",r:-/ : /1.,' I
r· ,I ,

'-/1 1(. ,1·/ i" 1 I :. ,

-(j 1
. f J •
( ,~ , . I ' . .' / -:-

I
L. ___,__' --.:..., __ r [1.-; .', .:.1-:;'. r
 Case I

Area of Segment X = 300 ft2

Area of Segment Y = 150 ft2

Loss Coefficients Obtained As Follow~ From Table 4.3:

For the forward end, positive fl~w loss coefficient for SEGMENT X,

use square edge abrupt contraction:

A2/Al = Area SEGMENT Y/Area SEGMENT X = 0.50

"
" ~
C2 = K2 = 0.205 (this coef:t'icirll"!hs :ref.~c·ed to -.
the area of A2 )

The loss coefficient must be referenced to area A (SEGMENT X)

1

Kl A22
K2
A12

K2 = 0.205 = Cl (0.50)2
'" 0.205/0.25 = 0.82

,
For the forward end, negative flow loss coefficient for SEG~~NT X, use

abrupt expansion:

Al/A2 = Area SEGMENT Y/Area SEGMENT X = 0.50

C '" 1.00 (obtained directly froM Teble 4..3)

2

(
~----- .... ----.~
i ____ .J

4-22
 The minor head loss coefficients for both positive and negative

flow at the boundary between SEGMENT X and SEGMENT Y have now been

described. Therefore, the loss coeff~_cients at the backward end of

SEGMENT Y must be set equRl to 0.0 as the loss coeffi~ients at a

segment boundary must only be described cnce.

Case II
Alternatively, the user may enter the minor head less coefficients

at the boundary between SEGMENT X and SEGMENT Y as follows:

~r-: ".".[,A,-r X
r------~-----'- o.

~ f ; /_,_,~~: ~~!. ~~~J /'

-
~.r '(
r -,()
~

---'----j
I
(/1, .II

The l033 c("~ffi~ients are obtained as 1'o110w[: from "'able 4.3:

For tre backward end, positive flow 1()8s coefficient for SEGMENT Y.

use square edge abrupt contraction:

A2/ Al Area SFGMENT Y/ J;rea ~'3EGM8NT Y = 0.50

C = 0.205 (obtaine6. di~ect1y from 'fable 4.3)

2

The minor head loss coefficient at the forward end, negative flow

for SEGMENT X is th~ same as in Case I.

4-23
 The minor head loss coefficients for both positive and negative

flow,at the boundary between SEGMENT X and SEGMENT Y have now

been ~escri0ed. The loss coefficient for the forward end, positive
I

flow for SEGMENT X, and the backward e~d, negative flow for SF-GMENT Y

must be set equal to 0.0 as the loss cop.fficients at a segment boundary

must only be described once.

Both of the above methods used to describe the minor head IOES

coefficients at the botmdary between SEGMENT X and SEGMENT Y will

provide the same results in the SES. The only -i.1.ffcrence between

Case I and Case II is that the m1.nor head loss coefficient in the

positive direction betwe:m SEGMENT X and SEGMENT Y was referenced to

the area of SEGMENT X in Case I, whereac J.t was referenced to the area

of SEGMENT Y in Case II. As shown in Ca.se II, when the minor heb,d los~

coefficient in the positive c!irection cetweer. SEGMENT X and SEGMENT Y 1.s

referen~ed to SEGMENT Y, the loss coeff1.cient must be placed at the

backward end posi ti ve fl.)w position of SEGMENT Y, and the loss co-

efficient at the forward Plld positi ·.re flow position of SEGME..'NT X

must. be set to zerc.

Case III and :LV

The user could also have established the minor heefl lose coefficients

between SEGMENT X and SEG~NT Y as S!lOwn in the fcllowing two cases:

+

I'· ./: I ; )r
C i
1<.-::- (i, 0
-~,

K-- "."
,...------- I :. C_" _i:c (,
___ •____________·._H. ___ (
. r-:?'r' i I ( -: t
-- - - - - - - - - . . t I

i,., (

/ /1
'--I \ r
4-24
.~.------
 5Er;rtr !T )(

5E(r(VJFNT Y

) - -.....
K~ 0·82

K=c.o I
?
(

~~---------------------1
-E-- I~ (.

Fe ~~r';'·:r:l- F::'UN:"t,. L I

All four cases are cquiv~lent to one another - the only diff~rences

between them are ~he segrr.ents and corresponding areas to which the

loss coefficients were rei'erer.cecL All four cases will provide the

scZ.me resu1.ts in t·L1t~ SES.

AbruE~ Turns V1ithin A ~ent

When a segment has a sudden turn, the minor head losses that result from

this turr. must be added to the loss coefficients entered for the forward an(
'backward ends of the segmellt. Abrupt turns occur very often in ventilution

Shafts. AI:. e:xample of the head losses from acrupt turns wi thin a vent s)Jaft
segment is given 'belo\/:
Bxall1ple~l-

r----
!'
1
I-
I ·1) I f-- f 7 (! ~:

I, i
I TAhl -,!, : f' ( ./

'.r I

' L ___ . -_ . ________ ..... __ . . _1. ___ _

ArCEO of Segment 2 = 300 ft2

Area of Segrtn;mts 1 dnd 3 = 150 ft2

.
t
 ~:'he minor head loss coefficients at the boundary between SEm·lENT 1

and SEGMENT 2 can be treated as aI, abrupt expansion at the forward end

positive f10w of SEGMENT 1 and as a square edge abrupt contraction at

the bad.ward end negative flow of SEGMENT 2. Thi s corresponds exact-

ly with Case IV of the previous example as the areas of SEG~ffiNT 1

and SEGt-lENT 2 correspond (:xactly to the areas of SEGMEN'i' Y and SEG-

MENT X respectively.

The minor head loss coefficients at the boundary between SEG~NT

2 and SEG~lENT 3 are treated as a squ~re edge abrupt contraction at

the forward end positive flow of 8. ~NT 2 and as an abrupt expan-

sion at the backward end negative flow of SEGMENT 3. This corres·-

ponds exactly with Case IV of the previous example as ehc ue3.S of

SEG~NT 2 and SEGt.1ENT 3 correspond exactly to the areas 0:' SEGj·lE~;T X

and SEG/1E!IT Y respectively. In addition to the abrupt r:har~es j n

area between SEGr.rElIT 2 and s£.}r·!ErJT 3, there is an abrupt 90 decree

:ni ter tUTn in SEGMENT 2. ':'he minor head loss that occurs ,,",en fl,-'\.{

passes thro~h this t.l..rn (':'urn 1) m:lst be added to th", minor head

10sf'es that occur due to t.:li:' abrupt chan~es !.n area.. A mere (letai led

dre.wing <)f t.he sample vent shaft '.m'ier discussion is giv~n in Fi;:,ure

4.7. FrOIn Figw'c 1:.7 ",_r:.i 'j'" b] e )~. 2 1t CR2, be S,~f;n thli;: tl.e minor hCA{'

loss :::oefficients i'O!" the :,urnin€; lUSf;f!.'l i n 'I'un~ ] '1.r" eC}l'flj to L !'2

The turning loss '>.1:. ':.'u.r.l :: i.:;;ligLt.l:r dif!'et'E'nt Jue ';0 a :iiffer-

ent ratic of the height of ti:e ~e;;ment. to thl' widr.h of the· sSg::len+..
 OP'f"1'/1 NEr TO
i£C,MfNT I Tuff! Z : A'-~O$r/iER£
Hfl~ht:
L'
/5'
' 90 1Jf6f<F£
V'/icfth;- 10' MI rr f;. 7t1/{tJ
/1HfA= JSo {tz N/W: /.5

Sf &!!:jr NT 'Z
Ii":" r
, "''.,: ! +- 10<
30
IvtrlHI = 10
AKrA = Jon rrz

/f!"./
II , I'; 11 f i .'
,
l J 1t1 t ! '\ I(

A, hF A rr/I";
~'r z
/U.~1v I ;
70 VFMi'F£

}J, I T[ R.. TiJl1N

H/w:::3.o

01-0.: IriG i.JKfPE.

FLOW :::'AN - /7
,I ,
..- 1
TI..l!. J.Jf L

c I
1-'

T' G. .;. 'l

4-27
 .. ~

Again, from Table ~.4 and Figure 4.7. it can be seen that the minor head

loss c(efficients for the turning losses in Turn 2 ar~ equal to 1.48

for flow ili both the positive and negative directions. Therefore,

a minor head loss coefficient of 1.48 must be add~d to the minor

head loss coefficients attributable to the abrupt changes ir. ~Iea

at the forward end positive flow and backwald end, negative flow of

SEGMENT 3.

The minor head loss coefficients at the boundary between SEG-

l1ENT 1 and SEGMENT 2 and at the boundary between SEGMENT 2 and

SEGME. "j' 3 are depicted in the drawing below:

{t//..// 2-' ".,

~ 2: I ~
~ S
- - T---------.-,
"-
,I, ..
.
. . ! :. J/ f '

;1
:Lf
pc· ! T I V L 1.'1F. C7," ,Y
E " 11' ;- I. , . ',', ' .:. 1:( l./ ~I ~.

") I\~ ~."O.\ll .. ','fj

t: '~~ '.___~_c.'_:J_~~~.:.___. /.' .~ J : } , i ./: ;"./

Area of Segment 1 150 ft2

2
Area of Segment 2 300 n
Area of Segment 3 = 150 ft2

The loss coeff.rl.cients attributable to the turns in the vent shaft

are shown above, for the purpose of clarity as separa":;e additions to

the loss coeffi.::ients attributable to the sudden changes in area. The

user must enter the sum of the appropriate loss coefficients for a

4-28
 particular end and flow direction of a segment when entering lata in

the program. Therefore. the final values of the minor head ~_oss co-

efficients calculated for the above vent shaft would be entered in

the SES as follows:

7:1.'" f.,' L' -- ~ .::--:':

r
--.,.J ~ a
I
I , .,. r . :. '/( }. -: ...
~ ~V_
: ~t
II ,,-"
,.---------------/
'I

} . r _I . 'l~

- ---
1\" c, ~ 5

.10' ~ a. ()

Minor Head Losses Due to Entrances and Exits

'!'he minor head losses that occur when flow enters or exits a tt:nrel <,:'

~ent shaft to or from the atmosphere must also be taken into accoun~ when

enteri.ng the minor head loss coefficient3 for a p~;gInent.

Entrance Losse:;. Thc;:oe is an entrance loss nt every opening to the

atmosphere where air can enter a system. This entrance loss depends

upon the configuration of '~he entrance. Table 4.:: provides head loss
coefficients fer various types of entranceD.

There will be an entrance }('ss at each portal in a system aDd

at the top of each vent shaft whe)'e flow enters the "ent spaft.

1\
Exit Losses. There is also an exit'. loss at every opening to the at;mos-

phere ..here air can leave a system. ,This exit loss depends upon the

4-29

--- _w
 configuration of the exit.

Alll10st every ver.t shaft has a grating Over the top of the vent

shaft to prevent people and/or objects from falling into the shaft.

Ob?tructions such as gratings will affect the losses in a vent shaft

during both inflow and outflow.

An example of the entrance and exit losses at the top of a vent

shaft is given below.

Example 4.4 Using the vent shaft des\~l'j. bed in the previo1ls example

(Example 4.~) and shown in FigUre 4.7, the pntrance anCl exit losses are the
minor head losses at the forward end po~itive, and forwara end

negative flow for SEGMENT 3. These entrance Q~d exit lossps are de-
pi cted as follows:

!!f-N/.
/ I-r'/·A,"':" //,'/.)
,:- / -, I,/t ,.,: ';.~I
! . t // ' _:!"':'L~
~-f_(:,/v1i,·/T 3 . . . . -_ _ _ _ __
I1hf,tPI'50 /t' F" ..•• '/, .• ,'.. IAi':'-.
i....·
/~l-:;: TI II /,.. ,/): ,
L (.~:::. : '/ f r 1('," 'J: I

r~"
_ _l
! ,/ t.

! C
" If ,, / I !
-··-4 . /, '
I I

I er: 'Ii .: ,/ ,-
? ! ,
I :.,,;; AI , t',

~ _ _ _,_,-" .-'_._ _..L-_ _ _ _ __

, :1.

ENTRANCE LOSS = SEGMENT 3 Forward Fond, negative flo ... 1.05S

coefficient

EXIT LOSS = SEGMENT 3 Forward End, Positive flow less

coefficient
, --
 'rhe vent shafi; has a grating at the outlet to the atmosphere.

This grating has 8. specified total pressure drop of 0.2 inches ':>f

water at a flow rate of l,DOD feet per minute (FPM).

The entrance lOl3s is calculat.ed as follows:

From 'I'able 4.3 it is seen that K = 0.34 for a square edf,Z'f'n nrif'i('p pn+rance.

This is a very good arproxir:mtion of the minor head loss for flo.., pntpl"ing

the vent. shaft as the inlet. configuration for this vent shaft is very

similar to a square edged duct outlet.

In addition, the head loss due to the grll.ting at the top of the

vent shaft must be taken into account. The rel ationship cetween

t.otal pressure Grop in inches of water and the head loss coefficient

for a given flow veloci"c;y is as follo"\1s:

6P =

where K the minor hC3.d loss coefficicl.t, dil:'.cnsionless

v = the velocity of the fluid, FPM

l:.P = tile change in to';al pressure, inches water gauge

r
If we aSSUffie the velocity of the air leaving t1].e shaft is l.e ; EP;·l,

the loss coefficient for tte ~ra~inf is as follcws (l,rOO f~et ~.- ~irute

6f =
K -::: j.21

'rhe total en~rance 1035 c,Jd'f'iC'i":lt lS tben 0.34 .;. 3.21 - 3·55·

:'-31
 As explained in the previcus example, the loss coefficient for

Turn 2 was 1.48 for flow in both the positive and negative directions.

The loss of 1. 48 velocity heads attributable to positive flow through

Turn 2 must be added to the forward end positive flow loss coeffi-

cient for SEGMENT 3. The 1.48 ve10city head loss coefficient attri-

butable to negative flow through Turn 2 must be ~dded to the backward

end negative flow lacs coefficient for SEGMENT "3 (this has been

previously explained and shown in the earlier example utilizing

this same ventilation shaft),

The loss through the grati ng tit the top of the vent shaft has

already been determiner] to be :>.21 velocity heads. In addition, it

can be seen from 'rable ),.', that the lo~" (;or,j'j'ic'l,'nL f'or all 'lllt'll[!+ (exit

is equal to 1.00. This loss of 1.00 velocity heads must also be

to.ke!1 ir.Lo account.

Therefore, Lhe tot;).} exit loss eoefficient ii) then 1.00 + 1.48

+ 3.21 ~ 5.69.

1'he results of the 8.bov'.~ cnlculationc, are depicted in the drawin,:,

belOW:

./
{ ! I
'f
, .
i
I ;~I . , \~ !
I·
)

,--------------,I ~ I
I""

Lei
- ~/.' 'I 7""
, )

4-32
 Head Loss At The Tunnel-Vent Shaft Junction

The losses at a junction between a vent shaft and a tunnel are internally

calculated by the SES. The user simply has to providp. the program with the

appropriate geometry configuration of the .1unction between the ttL'mel and

thp vpnt, RhA,ft. jn Forms hA throW!:h 6J.

The head losses for SEGMENT 1 in the previous_ eKam-

ple wou1d be 0.25 for the forwar(l end posi ti ve f1ow, 0.0 for thE:

J: forward end negative flow, and 0.0 for the backward end positive

and backward end negative now. The losses in SEGMENT 1 are d<:"-

pic ted as follows:

-------------]

I~/I 1 : (, -.1

- i: ,; :", ,.. I i ~
i '

'"

l~~----- i'(

--
;: o. 7.[

-----
I

I "':: 7, #' ...

I
I--~

F-
",,(),n

-- -----
""0,0 V .. o,f'
I
~
II., '

-- : r--1:,Hf ';,
:J 'J ,'\j vI .. { (-, ,"'
,
I
I !~
, I : -.- ! I, ~ ,. ,~ I /

l,
-J

tc- either enrl of the sCfg1Ient due to thf' fact thflt the '1rogrl-l1n !:urn, t:l~

loss coefficients for n fJ,i v,"n ;11I'c"tlOIl l.Ti+.h-'1l each SC:')1jCIlt.. ThlCl'P-

fore. it does not matter if a loss coet'fiL'ic',t is assJgn\,'c'

4-33
 forwsrd end positive flow or the backward end positive flow of a

segment. To illustrate this concept, the losses in SEGMENT 1

(above) can be described at the user's option as follows:

TURN 2.

5E&ME.NT 3

I~O
I K: O. ,oe
--
K"O.O

0 ) I K
"'~?24

0 0
~c-_ _ _ _ _K_.:_._O=---t
I---....;.-'--=
...." _=_;0-_'_ _ __

TURN I
-- SEGME~~T
130UNDA,~ f

The uoer should establish a convention when calculating head

/ loss coefficients wi thin the system. 'l'he establishment of a conven-

tion will greatly reduce the chance of error when calculating head

losses.

The minor head loss coefficients (i,n accordance with the con-

vention estab,l i sbed in the above examples) for the entire vent shaft.

shown in Figure 4.7 are gi ven in Figure 4. P,. These loss ~oefficients

are the C'oefJ.'icients that would be entered in the SES fer this ven-

tila1;ion shaft..

Head Loesed ]It. Junctions. A Junction j,s ,.efined as the inter'K!~tion

of two or ~ore sections, 0r the point where a section exits to the

4-3 1;
 1(::: $. b'i
--- 3
--~

.~~
5(M1fNT
K< 3.55
-II
~
-
11- - ~----------------~
~

~I
~t

1\; D.15
>'
If co. 0
~

.[IG,4.B
¥Jl.lfl~ VfN~ SIjIlF,T- f/EAt> (eSs CO£FF'CIENT$ FOR
['rJnAE. VENT ~H&fT

4-35
 atmospl..c'l;. (BIlCh as at portals and the tops of vent shafts). A

node is located at each junction in a syatem. The losses at a

junction are internally calculated by the program. '!'he user simply

has to provide the program with the appropriate geometrical configura-

tion of the junction. Head losses due to obstructions may be en-

tered at a junction, but the user must not take into account any

head losses due to turns or changes in area at a junction. To

furth~r explain the losses at junctions, the following example is

provided:

Example 4.5. Suppose a double-track tunnel branches

into two single-track tunnels as shown in the drawing

below:

~1"\ t~~ ~ <.""I'~.

~~c~~~
+ ':)"f.. I-I('\..<-- ~€.-\..

~
S\"iU~
5E&M£NT A
~----

DOUBLE - r"IICK
TUNN£L
K~ o.,!
--~
\
~~
\ ~
v
0

0,0
__ r-
1(_=0.0
:jE~MfNT C. :=J+
SINErL.E.-TR4CK
~__________ ____ ~o
--1..I _ _ _ _ _ _ __ T(.INNEL

If there are no obstructions jn any of the three tunnel

segments, the loss coefficients at the segment boundaries

surrounding the junction will all be equal to 0.0 for both

positive and negative flow ac sliown in the drawing above.

 Suppose there is a serviee walkway in SEGMENT C as shown

in the cross-sectional drawing of SEGMENT C below:

C~05S - 5£CTlON OF SEGMENT C

~Eil:VICF WALKWA Y
2.ft WIPE:

$UPPOPTI Nt,.

The walkway is basically a 1/4 inch thick metal plate sup-

ported by struts as shown. The drea is free between the walkway

and the stru~s. The hydraulic diameter of SEGMENT C is 20 feet.

Assuming the walkway is a. bar f1.cross the tunnel. Table 4, 3

can be used to determine the loss coefficient due to the wt..lkway.

This le-ss is calculated as follows:

D 20 ft

E/D 0.10

Therefore. C K 0.7 (directly from Table 4.3)

This 10s6 coefficient must now be placed in SEGMENT C

~ for positive flow and ~~ for negative flow. The losses

for positive and negattve flow may be entered at either the forward

or backward end.

4-31
 If the user choos.;;s to enter these losses at the backward

end of SEGMI!!NT C, the head losses ~t the junction of segments

A, B, and C will be as de: '~ted in the following drawing:

Losses at. junctions are only permitted to be entered for factor;;

other tha.n changes in area or turns between the segments ~t, the junction.

'l'he user could .Just as easily enter the losses in both the positive and

negative dir"ct::.ons due to the walk\;a.y in the above exaruple at the for-

ward end of SEGMENT C, or the positive loss at the forward end, posi-

tive flow position and the negative loss at the backward end, negative

flow position. Similarly, the user could have eatered the posit::ve

loss at the backw'ard end, positive flow position, ami the l'ega't;ive loss

at the forward enlt, negative flow nosition of SEGMENT C. The orienta-

tio!! of the losses and the convention established when enteling losses

is entirely up to the user.

4.3 Aerodynamic Nodes and Junctions (Input Forms 6A Th'rough 6I)

As previously stated, ~ junction is defined as the intersection of two or

more sections, or t~e pOint wher e a sectiorl exits to the atmosphere

\tiUL:n as at p0rtnls an:! the tops of vent Bhe,fts). fJ. node is located

at each junction in a system. An explained in the Geometry Sertion,

nodes may be placed in a continuous tunnel Bftction to enable fUture

modifications to the system to be done without large changes in the

~.nput data. These nones are referred t') as "dummy" nodes as they

serve no purpose but to allow for future modifications to the program.

When a "dummy" node is placed in a continuous tunnel section, the

continuous tunnel "ection is dj vided 5.nto two continuous tunnel sections.

In addition, a junctiol., is created at the "dUllllllY" node as the two

newly created sections intersect at the "o.1..:mmy" node. Obviously,

wheI, a node is added to a syste..11l a ,1:1nc·';ion is created, and vice versa.

There are eight different types of junctions. The junction typ'" de-

pends upon the geometry of the system in the vicinity of the node.

All possible junction configurations can be described by at least

Oile of these eightj:.lnction types. The user must determine which type

of j:.lnction best ap}:"lie3 for each node location in his system. 'The

user enters the j:.lnctj or, datt'. in Forms 6A through 61. A drawing of

the varicus types of system gi'!ometz·y that c.ctermines th" type of

Junction i.s given in Fir,ur<.> 4.9. A description of ep.ch junction type

is given beleN.

Aerodypamic 'iype 0 No..'le: S':raight-Throueh Junctl2!1 or Portal. The

straight-through junction is at the point where a ·'dummy" ncde

has been placed in 11 :.lniform .length of tunnel. The d~r node d;.vides

the uniform length 01' tunnel :"nto two diffe:cent. sections ,lith the

same phYSical characteristic J. The Gummy r,ode c.':"E'ate:'! Ii "two-branch"

.Jun~tion which i.:::; formally referl'ed to as a "stra~~.gln;-througb" j I.lnct ic·n.

'I'her;:. is 3. no'ic at everj' openillg to the atmosphEre in a system.

The.se opel·;.ng~! i:lclude poctals 3.:1<1 vent shai't outlets where fIe .... exits

and inclu1.es both vortals and vent sh:1ft out;lets to the atmosphere.

Portal Jnnctions tl.l'e d] SO) oeI'0o'iwl.mic 'rype 0 fv)des (see Figure 11.9).
 .EKli /01 p~c:- rF T! t e: r til" ~. i.,:
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FIG. 4.j ((Nr I D

4-41
 AfrWprNllfo1/C TYPE 4 NODE

(
L--
r
_____________
I
eR~fKI>t
~

NOTE: Refer to Page 4_11': ior a description of NodE" Type 7.

t~

I
 The user does not have to provide the geometry of the Junction

for aerodynamic Type 0 nodes. The user only has to enter a zero for

the aerodynamic node type in Form 6A.

Aerodynamic Type 1 Norte: Tunnel to Tunnel Crossover Junction. The

tunnel-to-tunnel crossover j\IDction occurs where ~ large opening

in a dividing wall between two adjacent tunnels exists (qee Figure ~.9).

The data on the geometry of a tunnel-to-tW11'lel crosso·,·er junction is

entered in Form 6D.

The tunnel-to-t.unnpl Junction is 'l. "multiple ·ore..nched" ,'unction

comprising four separate branches. The usel' must enter in Form 6D

the section identification Olmbers of tiLe sections that constitute

the! four brb.'1ches of the tunne1-to-tunne1 cro!::sove1:' .Junction. In

b.ddition, the USer must enter the aspect ratio for th" junction. The

aDpect ratio for a tunnel-to-tunne1 crossover j~'1ction is defined as

the ratio of the length 0f the crossover opening to twice the height

of the tunnel (L/2H).

~o_lt·r.o.m.l.c. TYpe 2 trode: Dividing Wall 7errinatioll Junction. The

o.i viding wall termination junction is where a di vidinp; waH 'u..,-

tween t·...o adjacent tunnels ends nnel. the t ....o tunne1s merge into one

(flee Figure u.g).Thon. datH rm the eec:metry of q <iividine .... e.LL tCT"'l1.r'''.-

tion jund.ioil is cl.tereel. in Form GE.

1'h~ I,;.i-..idin~ ·.. .:..11 'o"c'Jninut.iv .. JUllC'tioll is a lI1ultiple l"rallcheu

junction compr1sir.g three sepnr"lte branches. The user m'lst enter

i

constit 11te the three branches of the dividing ....all termination JuncUor..

l 4-43
Aerodynamic Node Type 3: "T" Junction. The "T" junction occurs where

either a tunnel or a vent shaft branches off at a 90 degree angle from

a separate continuous tunnel. The area of the continuous tunnel befor~

the junction must be greater than or equal to the area of the continuous

tunnel after the junction (see Figure 4.9). The data on the geCilletry of a

'T" junction is entered in Form 6F.

The "T" junction is a multiple branched junction cCl!lprising three

separate branches. The user must enter in Form 6F the section identification

n1.l."I!bers of the sections that cOllstitute the three branches of the junction.

In addj.tion. the user m'Jst enter the aspect ratio for the Junction. 'rhe

aEpect ra~,io for a "T" junction is defined as the ratio of the axial length

of the vent shaft or tunnel that runs perpendicular to the strai.ght-

throu~h tunnel (Branch 3) to the width of this perpendicular branch at the

junction (i./W). The aspect ratio for a "T" J\1Ilction is depicted as

follows:

I{)J.I 'I'!W 'Jf "T" JtJNt1 I ')N

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4-44
Aerod~,amic Type 4 Node: Ang:.ed Junction. The angled junction OCClUS

where eHner a tUl'nf.'l or a vent shaft branches off at an acute

angle (9) from a separal:.e continut'us tunnel (see Figure 4.9). The

data on the geometry of &1 angled jLnction is entered in Form 6G.

The angled junction is 8 multiple branched Junction comprising

three separate branches. The user must e'1ter in Form 60 the section

identification numbers of the sect,ions that constitute the three

branches of the junction. In addi t.i.on. the u.1er must enter the asp(:£!:.

ratio and the acute ~nctior. angle bet.ween Dra:h'h 2 and Branch 3. The

aspect retio for an angled junction is l'efJned as the rat:i0 of the

axial length of the angled tunnel (Branch 3) openin,7. to 1 to, height.

A graphical exp] aI.ation of the aspect rat.io for an angled ,junction

1, given as folIo'" ~~

_A_S_P_[_L_~ r,_A_T_'0 .
T__ =- )( ("/>1_:~._~_r..,<,_'_____

The junction angle (9) may only be entered as either 10. 20, or 30 degrees.

Therefore, if 11 vent shaft 1 s at a 2G degree angle with the tunnel, the

user must enter thi s angle as 30 degrees as u 30 degree angled Junction more

closely approximates a 26 degree angled junction than does a 20 degree

A.ngled junction. If the angle e is greater t.han 30 degrees. the user muat

determine whether the junction is closer to a 30 degree angled junction

or G. 90 degree "'1''' Junction.

4-45
 AerodyI ami:! Type 5 Node: "y" Junction. The ,:X" junction occurs where

a sing'.e tunnel branches into two tunnels which diverge from the

si~Je tunnel at equal acute angles with respect to the cer;ter

line of the single tunnel (see Figure 4.9). The data on the

geometry of a "y" junction is ente"'ed il' Form 6H.*

The "Y" junC'tion is a multiple branched junction comprising

th't'ee separate branches. The user must enter in Form 6n t.he section

identii'icat:i.on numbers of the sec'tion& that constitute the three

branches of the junction. Ttl'> aspect ratio for the "y" junction

must also be entered. The aspect ratio for a "y" junction is defined
as the ratio of the axial length of one of the two angled brl'nches

(Branches 2 and 3) to the height of the chosen branch. The axial

length of Branch 2 will always equal the axial ler,gth of Branch 3, but

the neight of Branch 2 may.rliffer from t4~ height of Branch 3. A

.;...-" ., / ' .'_"
. . . ?"-" -

graphical exrlanation of the a-spect ratio for a "y" junction is given

as follows:

ASP~CT P,ATIO

OF- X/h 3
8MNCH

».-- X

* Note: The "y with Vent" four-;yranched junction, which was :Included in

some preliminary ve":'sions of the SES program and documentat:!.on. is

not contained in the final versio~ of the SES program.

,
I
4-46

~.
 In addition, the user must enter the acute jWlction angle (e) with
respect to the center line of the single tWlnel at which each of the two
diverging branches separate from the single tWlnel. The jWlction angle
(8) is equal to one-half the total angle between Branch 2 and E~8nch 3.

The user m~ only enter a jWlcti~~ angle of either 10, 20, or 30 degrees.
Therefore, if the total angle between ~ranch 2 and Branch 3 is 52 degrees,
the user ahould enter a jWlction angle of 30 degrees, as a 30 degree "y"
JWlction more closely approximates one-half the total angle between Branch
2 and Branch 3 (26 degrees) than does 6. 20 degree "y" jWlction. If one-
half of the jWlction angle is greater than 30 degrees, the user must de-
termine whether the .1Wlction is closer to a 30 degree "y" jWlction or a 90
degree "T" junction.

Aero~vnamic TYpe 7 Node: Zero Total Pressure Change Junction. Th~ zero
total pressure change junction serve~ two purposes. First, there may be
certain jWlctions within a system that do not have any total pressure

changes across their bOWldaries. An example of such a jWlction is at a

stairw~ between a platform area and a mezzanine area. Both the mezzanine
and platform area can be considered plenums with very little total pressure

changes between the two areas. Therefore the junction at a stairway between
a mezzanine and a platform may be entered as an aerodynamic type 'f node. As
always, the geometry of the system at the node dictates the type of node.
The junction ~etwe~n a m~zzanine and a pla~form area could also be a tWlnel-
to-tunnel crossover Junction, dependln~ upon the geometry of the station.

The zero total predsure change jWlction also serves as a "catch-all"

type junction. When the user is Wlable to de/scribe a jWlction as one of the
six other types of Junctions outlined in this section, he should ente~

the Junction as an aerodynamic type 7 node. As an example, suppose a

system has a "y" junction with a ventilation shaf't at the Junction. The
SEa program does not h~ve the specific capability to handle a "y" type
Junction with a ve.nt shaf't. Therefore the user must enter the junction

as c type 7 node. The user should alw~s check to see whether or not a
Junction that does not conform to the geometrical constraints of at least
one of the six other junction types can be closely approximated by any of
these six Junction types. It is always bett.er to use a junction type that

closely approximates a non-confQrminc junction than to use junction type

7 to describe it.
 4.:.4 Fans

Subway environment~ control systems make extensive use

ot tans for both normal and emergency ventilation. Fans are used to

create a pressure difference in an air distribution system so as to

cause air to flo'.. This pressure difference is usually less

than about :1: IN. wa~er gage or 1 PSI. Devices that generate

higher pressures are known as blowers or compressors. Fans are

classif! '!d either as centrifugal or 8..."<:ial fans, depending on the

direction of airflow through the iMpeller or wheel. In centrifugal

fans, the air generally ente~s the impeller near and parallel to the

axis of rota.t:i.on, flows radi3.1).y through tr,e impeller, and discharges

at the outside edge. I~ axial fans, the air flows through the impeller

generally parallel to its axis of rotation. Centrifugal fans are

c.1.assified by the shape of the impeller: airfoil, backward ir.clined

(Ot' curved), fONard inclir:.ed, or radial. Axial fans are classified

according to the configuration of the fan housing relative to the

wheel as propeller or tubeaxial. or vaneaxial.

The ability of a fan to move air is it~ pp.rforman~e. Fan

performance may be stated in tertls of fan total pressure, fan sta.tic

pressure, volume flow rate, efficiencies and rotation::.l npeed at a gi',er,

inlet density. The most common statement of fan performance is its

characteristic or pe~formance~'u'vcs which are plots of pressures.

efficiencies. and horsepower as a function of ';olume flow rates at a

g:!. yen inlet. dens i ty •

PI
~.
 ~~.~- ::: i
·co :;:•
..
"';'

roi
~

1tO~ It

:.(> ~ 10

Fig. 4.10. T,ypical Constant Speed Performance Curves for a Vaneaxia1

Fan (Centrifugal Fans Similar Except for Horsepower)

The range of volume flow rates where the pressures are always decreasing

is often reft:!rred to as the fan operating (or design) range - e.g. for

the fan shown in Figure 4.10 between about 11,000 and 18,000 CFM. Fan

manufacturers customarily supply performance data over the fan operating

range for a. given inlet air Q.e:'1H:ty (usually .075 Lbs/CUFT). The SES

program requires fan total pressu1:'e (::~in in total pressure from fan

inlet to outlet) versus volume r,ate information for CFMs ranging

between zero (known as shutoff) Rnd the value where fan tutal

pressure of near zero is achieved (known as free delivery). Refer-

rin~ to Figure 4.10 an example, these points would be zero CFM

(6 IN. WG fan total pressure) and about 19,000 CFM (.75 IN. WG fan
total pressure).

Fans may be operated as a unj,t in either parallel or series,

depending on whether the objective is to provide a greater volume flow

rate for a given fan total pressure or to provide a greater fan total

pressure for a given volume flow rate. A fan total pressure performance

curve for two identical fans in parallel may be constructed by adding

the volume flc,w rates for the given fan total pressures. For example,

from Figure 1~.l01 the CFM at which the parallel fan total pressure of
2.5 IN. Wi} wluld be achieved would be 15,000 + 15,000 = 30.000 cm.
Operating t110 non-identical fane: in par&.llel 'ilould involve the addition
of two different CFMs at the s8.llle fan total pressure. T'.rl.s procedure
m8¥ be extended to N fans operating in parallel by ad&ing together the

N CFM at a given f~ total pres~ure. The operation of non-iden~lcal

fans in I,arallel is not COIClIlon. A fan total precsure performance curve

for two tans in series may be construci;ed by adding the fan total
pressures for a given volume flow rate. For example, from Figure 4.10,
the fan total pressure generated by two of these fans operating in

series a.t 15.000 eFM would be 5.0 IN. >lG. This p1."ocedw.e may be extended

to N fans operating in series by adding together 1~he N fHn tot.al preSSUIE'S

at a given CFM. TIle operation of l'ans in series ts not common.
Reversible fans have been useIJ. ':'-, sub....ays "in order to optimize

their application. For eX8.IIIple, in the San Fran~isco B~ Area Rapid

Transit (BART) System. the ability to have a fbon operate in either the

exhaust or supply direction is used to provide the desired tunnel air-

flow direction tor eme~Rency ventilation regardless of train locaticn
wi th respect to the ventilation shaft. The fan total pressure tor
a given volume flow rate for a fan running in a reversed dlre~tion

is usually 60-100% of that of the norma~ opera.ting direction. For

the case where it is 100%. the fan is known as a bi-directional or

tully reversible fan.

Air !lows in buildlng air distribution systems usually do not

vary with time (i.e •• they are steady state). Under this circumstance.

4-51 -=_::e:=__ ~
 it is useful to consider the concepc of the system resistance curve as

typifi~1\ in Figure 4.10. This curve is usually of the type P=KQ2 where

P if; the pressure drop or resistpnce, Q is the ai:.' flow t.hrough the fan

(and thus through the entire air distribution system) and K is a

const~~t determined by the air distribution system geometry and the

ddJustment of air flow control devices such as dampers. The intersection

ot the system resistance curve with the fan total pressure curv~ gives the

operating point of the system (i.e. the resulting air flows and pressu~e losses).
Subway air flows vary with time (i.e. they are transient or unsteady)

'With "he except.i:ms being emer'gency ventilation and somptimes night-time

ventilation. This airflow variance with time is different from the usual

fan application mentioned above and i~ causp.d by a constantly changing

system resistance curve due to train motion and the inertia of the system

air. Since tbis implies the air flow through the fans is of a tran~ip.nt

nature. consideration must be given to transient fan performance. A

special terminology is used to describe the phenomenological aspects

of transi~nt fan perforrnence. Terms included in this terminology are:

fan ~uptime, windmilling, stall, hunting or instability, and stopping.

Fan run-uptime is the time required for the fan to reach full

operating speed (RPM) from st~t-up. The fan run-up time is generally

between 0 and 30 seconds with an average of B.bout 15 seconds. A typical

current value specified for iTYCTA fa.n applications .1.3 cigh':. c~conds. Fan

run-up time is pri~arily ncte:~inec. by the ine~tia of the fan impeller

s:'d motor as~embly, and the motor torque available for a given RPM.

Fan run-up time has very little ~ffect on subway en....ironlllent. Lo..... er

fan run-up times gene-rate higher 8'~"eler&.t.i('ln stresses in the fan impeller

and motor aSEelllbly and r:,quire hit.;!ler r.!ote>r current.5 during r1tn-llp.

~.
<e
~

tt:.... _____________~~__~__________4_-~5~?~~ ~~ ~~~~~~ ~~~;:;::-.l~•.

-
__ __ -- rr- z
__ - --., $
.. ~: .::~
 Uindln1i.line; is the rotation of the fan impeller by the air flow

passing th-rough the fan. There are two tYJ)es of llindmilling. The :rh'st

(and unimportant) typ~ occurs when air passes through a shutdown fan

\at is free to turn. The fan act£> as a windmill, providing a small

resistance to the air flow. Since it is common practice ~o isolate a

shutdown fan from high volume tlow rates by damp~rs, the usual source

of air in this case is leakage through the dampers. The second and more

imr~rtant type of fan wtndmillil~ 1s encountered during fan operation.

It is the circumstance of the fan bein~ forced by external pressures

to operate at hi~l volume flow rates such that the pressure rise through

the fa..."1. is negativ-e. l1'or eX3mple, consider the fellowing:

EXHAUST
rAN SIII/ff

DIIj£CT/ON cF 7fiAJN MOVEMENT

"-
--
While the train is approaching the ventilation shaft, it I, hE: lp&" the

a~r flow out the ventilation shaft. This"'help" (which is the pressure

generated by the mO"lfing train) can overt'1.ke the fan impeller to the

point where the fan acts as a brake on tne ventilation shaft 'air flow.

Windmilling at volume flow rates exceeding the free delivery rate by

amounts up to 20J does not normally cause any fan 1'I1ech8.llical problems.

I!
4-53
t
however, ~he accompanying noise levels are often beyond the Gllowable noise

criteria. In Figure 4.10 windmilling occurs at about 21.000 C~'M. This

windmUling level is often refelred to (;.~ the fan upper operating limit.

\~en the air cannot follow the surfaces of a fan blade, separation of flow

occurs. The aeronautical term "stall" is sometimes used to describe

such a phenomenon in f8'lS. StaJ.l may originate a.t only one portion of

a blade when the angle of the blade to the flow exceeds a certain value.

Rotating stall passes fronl one blade to the next and produces the same

net effect in fan performance 6,.3 if it occurred continuously on only

one blade. Rotating ~tall is often caused by an asymmetrical

ail- Yelocity profile at the fan inlet. In this case,rotating sta...l can
lee,d to fan d~Rtruction by rapid loading and unloading of a f!'Ul blade at

frequencies at or near the na~ural f~equency .of the blade. Pronounced

separation is a~companied by appreciable circluatory flow or swirl in

the fan itself. Stall appears on the fan performance curves as t~e

region where the fan total pressure increases with increasinG volume

fl.)w rates. In Figure 4.10 this is frem about 9000 to 11000 CFM. Fans

ha'V'e been construct cd that do not stall, 1. e. their pressures ri se

continnously from free deli very to shutoff.

Hunti1.1g or instability is a. phenomenon associated with stall.

When the system resistance Cilrve is p..pproximate:.y paral:el to the fan

total prE:3Stlre 'performance cur-.rc as ShC'Wll in Fi.~l.lre 4.0. ::t~a 11. ::r:llnges

in it {,6.1l cause l.arF.~ fluctu!ttiCl!:!': in ':he V('IhUl'e fl.O·N" rate. An e:-:~I'le

of a small ~hane!:' ('Of 'chio; n'iltur~ 'is 9C~'.lst:!.c puls'!!s cr '''aVO;!S t!''lve1l1ng

or echoiug thro'-'/;h the air distr:' b'..!~.'. =n syster:-." These vO~.UI:le flell' rate

nuctuati0ns are dcs:::~·i"!;)ec. 'cy tr.!: terr." m:nti:-.~ and ino-::c.bility Since

the fan :1s constantly t','ying to adjust to a new 5ystem curve and the
volume flow. rate is not a cons·t.ant (i. e. stable) ',n th respect to time.

Stopping is a phenomenon associated with very low or even negative

volume flow rates through an operating fan. Stopping is the reduction

i.n fan rotational speed (RP!j) from the normal rate to a full stop, to·

the point where driVes such as belts or clutches slip, or to the poi~t

where the fa"l l!'.otor protective devices{such as circuit breakers) shut down

the fan. The latter circumstance is the most probable. The sequence of

stopping is as follows. 1m increasing system resistance curve (i.e.

K increases ~ich timp.) causes a reduction in fan CFM below the stalling

range. The torque r'!!quiI'ed '~o maintain RPM increases to a level where

the motor can no longer provide it. Th.:;' 6.n motor RPM decreases to the

level whe ...·(' adequate t~rque is avai lable; however. Jlotor current increases.

The increased l!'.otor cUlTent eventually hee.ts the cireui t breakers to the

point where they trip O·lt and sh".lt cown the fan. Fans ean (Jperate in and

out of a stop~ing condition if the circuit breakers do not heat up enough

to trip out. Fan stopping can impose structural loads on eo fan greater

than those encount.ered during acceleration. The quantitative ac:pects o{'

stopping are not well .{fiown from either a theoretical or experimental

viellPoi.nt. An e.l terr Lti ve to workin; with o.vllilo.ble infcrMation from

ran manufacturers is to 6cta:!.n fro~ them (if possiblf') a 'borr.,lete

chara~tel'1st1 C!'l dIA.gr:l!!l" (ret. J) tnt' thf> fan. Th(' ,completE' characteristics

diagram provIdes 1'or a given 1'!I.l1 the relationship among fan total pressure.

motor torque. ar:.d volume f:'CM rates ovec the ran9'E" of :)Of-.h positiv", .and

negative volum~ flow rates. From th" complete characteristics diagram

I
 and the motor curves of torque, RPM, and current it is :possible~o

J q~anti~ st~:pping [or the fan. A complete characteristics diagr~m

must be generated experimentally.

Further information on fans may be obtaine~ from referen~es 2. 3

and 4. in addition to Par..s III and IV of The Subvay Environmental Design

Handbook Volume I.
Fan Input

Fan Performance Curve. The SES program requires the user to enter in

Form 7B the fan t.otal pressure versus volume flov rate for each different

f3n type used in a simulation. The SES only operates with fan total

pressures - the user must make certain he enters the fan total pressure

versus vo1ur.Je flov rate for each f"l.Il type. The fan total pressure is

entered in inches of vater and. the volume flo'" rate is entered in cubic

feet per minute. This fan per!'ormpnce curve is described by the cubic

polynomial curve fitting of f'Jur data pOints. The data is u'3ually taken

from manufacturer-supplied fan curves. The data points entered should

COver the range of fan volume flow rates from zero CFM to the pOint

where the fan total pressure is zero inches of water. In addlt1cn the

pointe entered should be about the Hame distan·=e apart on the CIo'H s,:a1e.

The SES program assumes all fans are bi-dire~tional. operating on

1de~tlcal far. curves for both i nflC'w and outflow unless tnp. '1S'~r supplies

diff~rent fan cu.rves for both dhections. T., other vorM" the f;FS progra.ll

assumes all fans e.r~ 100 percent reversible unless lr:I'orrncd ~ther.lise. II'

a fan opE-rates in the cut-fl·,,,,· (exhau:3",;) dirpcti.on only, eHhp.r blunk!'! or

all zero£ sho.tld be entliTt i fur the curve .lata point.s specified for ·the

inflow (supply) directicn. 3~nln~rl!, 5.f e ftifi op~!'at~!'I lr t~"! inflo,"'

(supply) direct.ion only, eith~r bl~nk~ Q~ ell zero~ s~ou1d be ~~tered

4-56
.::or the curve date. poilJ.ts specified for the outflow (exhaust) di:r.ection.

~n tfuper and Lower Flow Limits. As previously explained. variations

in the air pressure within a system can c~use a fan to either stop or

Windmill, depending upon the direction of the fan and the operation of

tra1n~ within the system. A fan mB¥ stop or windmill during a simulation
anJ. then return to its normal operating range. 'Ine SUIIDII8.l")" outpt'.t provides

the b.vera.ge !'low rate through the fan, as well as the maximum &r.d minimum

flows through the fan during the time period elver which the S1.Wanary was

t8.kcn. It nta;f not be readily apparent from these maximuzr. and minimum 1'::'ow

rates whether or not the fan stopped or began vi'1dmilling aad then recovered.

'l'l'nerefore the user may be toJtally unaware "f a temporary stopping or

windmilling condition. The SEE ~as & warning system in the form of an error
message to notifY the user when a stopping or windmilling condition occurs,

'\5 a stopping or windmillillg fan me;y' greatly affect the results of a

simulation. When a stopping or win~illing situation occurs the user

has two options: 1) The simullition will be !Stopped immediately) or 2)

The fan that id in 8. stopping or windmilling condition will be turned

off. bu.t the simulatlon will continue. The user enters this option in

Form LE in the ran gtopplne/windmil1in~ option.

The pOint along the f' n 0'gerE..t :.n/l. ':!urve wh('re the fan begj.ns to

stall alld the poin L a.10llE.; tht· fall OT'e:r1\t ine C'.ll'V-:; whe,'"", U't' fF.'.n tegins

to windmill are supplied by the user for ~ach 11fferent fan type 1n FOrM

erNr messug( occurs if tl.c fp.n <'!l t:ler excaf'ds ~i1e \.lser specified :.lpper

flow lill:it or attemp'~s to fall t.elow the user slJecifiea lower flow limit.

,
1~
'._S'(

1
 As mentioned previoualy, the point at which the fan stops is the

point of lI.otor breakdmin torque or stopping. 'r.'he point of stopping

must be less than zel'O eFM and greater than, or equal to, -50,000 C~'M. ThE"

point of ~inJnlilling for a fan varies depending upon the design and use

of the fan. If a fan is designed to operate at an approximately constant

volU.'llF.! t'lom-ate, the user s'lould set the point of windmilling equal to a

value Just slightly above the design 1'10"'1 rate of the fan. If a fan is

deSigned to operate over a given ~'ange. the "\lser should set tne point

of vindmUling equal to a vaJ.ue 'lpproximately 20% above the upper design

flow rate of the fan. As explained above, ~hen t.rains pass beneath a

fan shaft they are goir:g to affect the pressure wi thin "':.he fan SI,6oft.

The fluctuations in pressure in a fan shaft thl"l.t occur when a t,'ain

passes beneat.h the fan shaft generally result. in fluctuations in the

volume flow rate from the fan. The user accounts for these fluctuations

whf'lI he sets the 11pper operating flow limit for a fan. If he expects

large fluctuations in the pressure within the fan shaft, he shouB set

the upper operating flow lin'i t equp~ to a n'.nnber large eno1lgh to allow

tor all of these fluctuations.

Uoer Suge:eR"!;1ons. The user sh(Julc\ enter approximately -5,000 CFM for

the fan lower operating flow limit for any non-emerp~ncy fan Which js

ctarted-uf. e,1; th", begirmi ng of '" l' iml"ll1.tion. If thp. fan 1'3 an emergency

f8Jltor a fan th!:l.t if:; :::1..ll.rted-up after the beginning of a :lirnulat:ior., the

lower operating flew limit sho-..u d oe set equal to -50,000 r.rn.

Th(' point of vindmll11ng' for a t't\n ",Ul generally be bet;leE'n ~'()

and 100 pel'cent ':)f the ffl.n upT;er rJ~f!1gn flow lim! t. For ~701J'1plp, 1 r III

rnid-tunr.el ex~e.u9t iBn 1s designed to operate betwoen 120,000 and HiO,OO(1

4...;8
CFM and the designer is not extremely ~oncerned if the volume flow rate

from the fan slightly exceeds its upper design flow limit (160,000 C~~)t

the upper operating flow limit (point of win~illing) for tle ~an should

be set equal to approximately 200,000 CFM. The ,lser may allow a fan to

windmill wi,thin the prc..'gram to a vohlIl1e flow rate of 2,000,000 CFM, but

the r:=sults of allowing for too much winoll!!.)l1ng can be disastrous.

The fan may theoretically be able to handle 200,000 CFM more than
its design dell very rate, h~wever in real life the actual fan would

mGst likely hav~ destroyed itself in the procc..ss. Therefore,

the results of th~ SES m~ be inaccurate due to a fan that is allowed to

deliver a higher v,)lume flow rate than it is physically capable of deliver-

ing. The user must be fairly conseryative when enterin~ the

upper operating flew limit f:)r a fan to make certain the fan d.oes not

exceed its actual real lIte phYDical capabilities.

Input Veri fication For I'an Curve. The input ver~ ficatbn calculates

the complete fa!'! Cl.~rve between the lov;cr 0l-eratir.t flow hmit and the

upper operating flow lillli t for each fan ente-red in the p:~ogram.

ll'hc fan performance curvP. 11' C'lbt,Ail'lpn frO'TI t,h", ('uhf(, nl"l1""'I"Iwl",1

curve fitting of the four far, curve data points enterec:, hv t.hp

user for each 6.iff~:.. el"t. fa,n 1n the f:lystelli. The GEt: 1'11n1:5 the

complet.e fnn l,erfor,l'ance curve l'ata '0:;- sUfplying evenly spaced points

&long th~ curve C!?J c;u (1.t8r1 by t:" on-: l~urint t 11" :i "put, "..,."t fteE- t ; (')0.

The printing interval :)etwe~n t:l!" 'J~d_nt~ is 5.000 CFM if t;le r:lnge in

vCllwne flow rate for the r'm iti ] eE,~ t,hrm or equal to 250,COO ern. 'l'he

ra.nge of a fan is thf' r1':f~e'rencr. bctn:c!1 t":e '.lrre!" and 1 :: .... c;:' cpcr&tir.g

flow J tr:its fer the fan. T!le printin;c' !.r.tcrvu1 tet·.... H:1l ·',h". point .. is
10,000 CFM if the rang~ of the fan is greater than 250,000 CFM and less

than IJr equal to 1,000,000 CF14. 'l'he printing interval is 50,000 CFM if

the range of the fan is greater than 1,000,000 CFM.

The first of the fan performance curve points printed i" the

point that coincides with the printing interval that is equal to or below

tne fan lower operating flow limit. For example, if the fan lower opera-

ting flow limit is -8,000 CFN e.nd t;he rrinting interval i~ 5,000 CFM, the

first point on the fan perfcrmance curve to be print<!d will be at -10,000

CFM. If the fan lower operating floy, lirr.it is -5,000 CFM and the prfnting

interval is 5,000 CFM, the first point on the fan performance curve to 'be

printed will be at -5,000 CF1L

The fan characteristic curve is cOir.puted and printed for seven

points at a time. These sevell points occupy one line of printing in the

input verification. The printing of the curve stops when the Ip~t static

pressure rise computed is ne[ative and tne corresponding volume flow rate

is greater than, or equal to,the fan upper operating flow li~t. Printing

of the fan performance cu!'ve is also helted if n:ore than 500 points hs'!e

been printed, as any fan that reCluires more than 500 printin~ interyals is

considered a "run-away" fan. A run-away fan is any fan whose curve has

been ~efined by the input data in such a mann~r that its maximum fan total

pressure rise for posjttVE' VOltl]!'tl> flr;"", .ra1:."S i'" unbOttn0.l'?d. Tr.i~ may bl'?

explained graphically as fol10~s:

4-60

1
 O~I""IIIAt..
"prE~

,.1" POINT" OI'EAATIN€r

HOw
I..-IMIT-z..,l
f(ElOCI,TE/)
LIPPE R
OPE.I~"'T'o.j(,.
3 f"t..')w LI~IT~-z..r4

.)

CFM
I
Fig. 4.11 Run-Away Fan Curve Fig. 4.~2 Correction Procedur~ for
Run-Away Fan CUrves

The run-away fan curve is shown in Figure 4.11. This situation may

be avoide1 by entering evenly spaced data points such that the first data

point is at z~ro CFM and the last (fourth) data point is approximately

at a point of zero fan total pressure. The corrections thl',t must be

made tv prevent the occurance of the run-away fan are shown in

Figure 4.12. The fan upper o¥erating flow limit must be relocated to

coincide with a point along the fan curve where the fan total pressure

across the fan is negative and the volume flow rate is greater than the

volume flow rate associltted with the fourth and last data point.

Fan Run-Up. The SES pro~ram can simulate (at the user's option) the

run-up of a fan that Occurs when a fBll is started-up (turned on).

The program simulates this Tun-up by attenuating the fan

total presRure across the fan over the user specified run-up period.

This attenuating fUnction is greatest the instant in time the fan is

turned on. The attenuation of the Zan total pressure across the fan

decreases at a rate that depends upon the time required for the fan to
reach the full operating spe~~ entered by tne user. Tbe attenuatiD8 fUnction

ceases to have any affect upon the fan tota}. pressure rise across the fan

4-61
R----
 when the simu1etion time is greater thrul or equal to the user entered

fan run-up time. A plot of this run-up attenuating function is given

in Figure 4.13. An illustrative example on how this fan run-up attenuating

function works is as follows:

It can be seen from Figure 4.13 that when a fan has started-up and

has been operating for 30 percent vf its run-up time, fan total

pressure across the fan will be 0.563 times the pressurp. tbat would

normally be associated with the volume flow rate generated by the fan

at that particular point in time. Therefore, if a fan has the fan

characteri'si.;ic ClIT'!E' shown in Figure 4.14 and has a run-up time of 10

seconds, the fan might be delivering (depending upon the system) 100.000

CFM at 1.126 inches of "rater three seconds after the fan is started-up.

If the !:'ame fan has :oeen running for 10 or more seconds and is de:!.ivering

120,000 CFM, t;1e fan total p:oessure acros s the fan will be 1. COO inches

of water.

The fan run-up time is generally between 0 and 30 ~econds. If

the user enters 0 for the fan run-up time, there will be no attenuatio~

of the static pressure rise across the fan at any time during the sirnu1a-

tion.

Air Density At wl1ich Fan Curve Vies ;,'eE'.sul'ed. The user must enter In

Form 7A the air density at whi"h the fan '-lerformance curve was Il'.easured.

The manufa.cturcr 01' a fan n:oct cftc~l sc:.pplieJ the uir density condit: ?ns

tha.t existed e.t the time the pel:'f'ornnnce cu'"ve was obtained for the fan.

If the ontside '3r:bi~nt e.ir aen"'5t:r::iff~rs f'r0ID ";rE' air density at whl'Ch

the fan perfonnance curve was mea~ured. the program will internally adjust

~...
4-63
 80 tI

0'
£ ~
tI
()

~
~ e
1.1.
V
....0
()
Q
0 '"'-
'"
oj)
p..

~
~- ~
IX'
r...
rl
~ III
0 • .-f
..J
..... li!
Q}

\lJ §
80 r... ::-
, :i
Q}
rl
0 0
~
I/')
'>
ill

~
rl
A
()
0 bO
()
•.-f
I/) r...
<'-J

'-9;(1) ; Ni (. 3~t1 s$3~d 1Vl0.l. N'Vj

4-64
 the tan performance curve to account. for the difference between the two

densitier:.. This given density is usuaUy .075 Lbs/cu. ft.

Fan Type,:.. Two fans are the same type only if they possess identical

fan curves. run-up til!1es. upper and lowe::" operating flow limits, and air

densities at which the fan performance curves were measured. Da.ta describing each

different fan type mtL3t be entered in Forms 1A and 7B. The fan type

identifica.tion numbers are a~signed to each fan type according to the

order in which the fans are entered in th~ data. The first tan type

entered is fan type .1, the second fan type entered is fan type 2, and

so on until a.11 the fan t:,rpcs have been entered in the data.

~-

t
 P.FFERENCEfJ

1 DONSKY. BENJAMIN. Complete Pump Characteristics and

the Effects of Sped fi c Speeds on Hydraulic Transients.
Journal of Basic Engineering, Dec., 1961.

2 F~.n EngineeriTl£., Buffalo Forge Company, 7th Edition 1970.

3 Guide And Dllta Books - Equipment ASHRAE 1969 et aL

4 Marl{' s Stand£.rd Handbook For ~e()hanica1 Engineers 1

McGraw-HiE. 7th Edition et al.

 5. THERMAL PHE'lOMENA

The temperature and humidity at any point in an underground

rapid transit system are influenced by the movement of air carrying

sensible and latent heat through the system and by the sources and

sinks which add and remove heat at vlU'ious locati.ons in th'~· system.

The temperature and humidity of subway system air is .!Ll:so affected

by the temperature conditions above ground and by the t!!IIlperature

of the system walls and surrounding deep heat sink. ThE' predominant

source of sensible heat in an operating subway system results from

the accelerati on and braking cycles of the train. Sensible and latent

heat i$ also rejected from vehicle air conditioners, passengers, and

ancillary f:;ources. Heat is removed from the system 1;hro'.:tgh the expul-

s:lon of heated air from ventilation shafts and by heat c.)nduction

8.cross the tunnel walls into the surrounding underground heat sink.

Heat may also be added or removed by mechanical means sUl~h as heating

or cooling equipment.

As noted in the previous section. the geometrical partitioning

required for the computation ;)f aerodynamic paramete:-s is accomplished

by dividing the subway station, tunnels, and ventilation shafts into ~

number of aegments each of which hao statistically uniform crGSs·-sec-

tional erea. perimeter, and wall thcmal properties. This basj.:: geo-

metrical partitioning Is also the bll.sis for the calculation 0·[ ~he

sY'Jt~m 'tcmperature 3.nd ;lUmidi ty. 1I011f>Vel', since temperatcrc ana humidity
·.,alues may vary 6.J.ong the leng't!;. of subway Eegments for whi reh the:

aerod)'lll3Jr..ic values a.re .. t,a~istic!illy un ... torm , these': se~p.nts are p~r­

titioned int.o smaller ge''Jmetrical ent.ities called "subsegtnents." as

5-1
indicated in Fig. 5.1. Each subsegment of a segment has an independently

computed temperature and humidity, making it possible to reflect small-

scale variations in subway air sensible and latent heat.

The computations of temperature and humidity are carried out

automatically in the program using ~irflow information

computed iI. the aerodynamic portion of the prograr.: and train heat

release information computed in the train performance portion of the

~rogram. The user must spec.fy other sources of heat addition (or

removal) which are not computed automatically fl."om the train perform-

ance simulation. The user must also specify certain thermodynamic

starti.lg conditions within the subway in order for the simulation to

begin. These include subsegment air temperatures and wall surface

temperatures, and temperature at the system boundaries (e.g. outside

air at portals or temperature at interfaces with contiguous portions

of the underground system not included ill the simulation).

In addition to the mandatory requirement that the user supply

values for the initial conditions and boundary conditions, the pr:ogram

also allows the user the option of specifying heat rates for any steady-

state and/or unsteady-state heat and humidity sources and sinks. Sta-

tion lighting would be an el~ample of a steady-state heat source. The

program also includes the optional capability to evaluate the effects

of evaporation or. the latc:1t and sensib:!.e hE.:at cor.te.lt of the system

Clir. Finally, as part of the computational seq1l~nee, t.he proqram in-

cl'Jdes the added optional capahi.U ty of a pro<:'ed'lrl! for rlet:ermtning the

impact of a special under-pl3.tform exhaust system on the tempera~ure

and humidity conditiulis in stations.

As part of the deSigner-oriented feature. of the p~r... the

user has the option of allowing the prograa to provide ~~·:?nd1tion!~9

5-~
 VENTILATIJN
SHAFT V2
VENTILATION
SHAFT VI VENTILATION
SHAFT V3

TYPICAL
TYPICAL
VENTIL.;a.TION f~ ':ENTlLATION
SHAFT -. ~tlAFT
~
SUBSEGMENT l SECTION
.J n
. -
L, .
,-r-----.i .. -...1 -,-_ _ _ ~

~,

VI
1
W
\ " PORTAL JUNCTION ~
l,,~ ,
\..'! I "1

~ i
~~\ v~-----~
"'------'-
.. - v .-.J
TYPICAL TYPIC~ TYPICAL TYPICAL
LINE LINE LINE STATION
SUBSEGMI'NT SEGMENT SECTION

SCHEMATIC ELEVATION OF A

SAMPLE UNDERGROUND TRANSIT SYSTEM

(DIVISION FOR TEMPERATURE AND HUMIDITY SUBPROGRP~ COMPUTATIONS)

FIG. 5.1

"I . ,
,.1'.'1."··,"'' ',,··. .-···
or heating load estimateR. These estimates provide L~formation regard-

ing the rate of heat removal or addition necessary to maintain user-

specified av~rage temperature and humidity acsign conditions ror specified

area~ of the system.

Another feature of the program, designed to permit a more accurate

thermodynamic simulation of the mixing of air flows at the junctions of

sys~:?m sections (Le., at U,e nodes), allow<, the us'?r the option of

specifying the degree of mixing which can occur among air flows in the

system which are allowed tc communicate a~ th~ system intersections.

This feature permits the user to specify whether complete thermodynamic

mixing is expected to occur at a node or whether the mixing is expected

to be only partial. The airflows and temperature/humidity information

computed by the program for each of the sections which can communicate

at a given node are used by the program to compute automatically the

degree of temperature/humidity exchange whir:h can occur at the node.

Finally, the program provides the user with the option ~f evaluat-

lng the effects of long-term changes in tunnel wall temperature upon the

environmental conditions in an operating system. This capability is

madb possible through a special procedure which allows the user to

implement <In ancillary analytical program for estimating future values

of tunnel wall l:"!mperature \;cogether with the short-term comput,Jtions

of system air temperatures provided by th,e main program.

5-4
 5.1 Subsegment Length (Input Form 3C)

The temperature and humiaity calculations require that every

~.ine se<]l:."'nt or ventilation shaft segment in the system be divided

into one or more subsegments. The program user -lust ~rovide a value

for the number of subscgments as part of the individual segment des-

criptive ~.nformation required for Input Form 3C. U5i1'1 this value

for the number of subseqrnents th~ program a'.1tomatically creates an

equivalent number of subsegments of equal length in each segment.

Sl.nce these subsegments are merely mathematical su.l)divisions of the

aerodynamic segments, ect~h subsegment will have the

system geometry and air velocity which cha."acterizes the segment,

in addition to its own unique air temf'erature and humidity. Por

each subsegment the SES performs a lengthy calculation in

order to eVdluatE. the i!1stanteous temperature and humidit.y within the

subsegment. As the number o~ subsegments increases, the arnou~t ~f

comp~ter time (and therefore the cost) required to evaluate the temp-

era\:ure and humidity within the sys·tem also incredses: thus, th~ choice

of the number of subsegments for each individual system segment must

be made carefully. Shorter subsegments should be used t/here large

temperature grddients may be exper:ted or where greater detail on local

temperature conditions is dcsired. A good "rule of tLu.rnb" is 200 to 400

foot lo·,1g sl.IDs<:!gtT'ents i;1 tunnel 3rc<:s ar.u SO to 100 fOG';: long subs~gments

in staticns. Ventilation shartE usually contain only one sltbsegment

(see Footnote 1). Thl.S ruJ cf thumb cannot be applied in all casE'S,

and the system user must always c:onsid£',r the pecuU.aritl.es of t{,e system

being simulated.

S-s
 Among ~he aeveral factors which must be considered in choosing

how many subsegments shou).d be defined for each line segment and

ventilation shaft are the following:

Factors favoring short subsegments--

Since each subsegment is represf'nted by one value

ot temperature and hl~idity, a change in either

temperature or humidity of t:le inflowing air at

one end o( a subsegment is immediately distributed

l"Ilathematically throughot:t the entire subsegment.

ThUs. a temperature gradient within the segment

is represented by a number of discrete tcmp~ratures,

each uniforw over the length of a subsegment.

The use of shClrter subsegments provides a more

accurate representation of the temper~ture continuum

with the limiting case being the use of subsegments

~tel.

Since the length of the ventilation shafts may be small and hlgh
velocities may be c:;eated in them from the piston tlction of trai"5
moving past at high speeds, the combination of shott l:~nqths ar,.:!
high velocities would cause the velocity-time stability crit~ria (See
Footnote 2) to be exccwded.

Undf't such conditiofl'l, t-.he '5t:aJ:>i1ity <:riteriC! o~ the finit~ differ-

ence technique Gould cause i nICorrcct V;j 1tiCS ior the tC'lTlperature 0r
hUll'id i ty to be computed. :J,.~ sal uticn to the probl.em \:ou1d "<.lve bcccn
to forc!£: the ent.ir"! T~.1Ipt)rd~'ln: "nd ilwolc1i:'.y Prog1:"Ctm 1;0 ()per(lt'~ usin';l
time intervals ~ufficicnLly sm~ll to ~ati~fy tl.E specialized stability
criteria of the v~ntil~tiCln sh,,[ts. :instead, a technique wa:s cl€vp.lopml
~.,hereby the vL.ltilation shaft i.5 :;hn.. ,.;;: mat.h",mati(:;r.l1 y tv zero lel&y~11
whenever f.!)(t:remcly high veln.:-i t ~J'S oC','Jr. This techr.iqu'il i.<; fully
accurate in such inst~lces. since at high velocities the chances of
stagnant air in th", v<!c.t.i.1«tio.. si1dft ufCing recycll"'d back into the sub'",ay
system i~ un:ikely.

5-1'.

i=
 of infinitesimal length, thereby allowinq a true

representation of a gr~dient over the segment

length.

Factors favo!'ing long subsegments--

Although it would appear that, ideally. the user

would always strive to have small subsegment lengthli,

there are se"~ral practical constraints that impose

limits on subsegment size. First, there is a velo-

city-tim~ stability criterion associated with the

mathematics of the tempe~ature computation scheme

(sec footnote 2). If this criterion is violateo,

the SES program will state that i t h~s

and terminate the simcllation. Stated simply, this

criterion require£' that the s\.!bsegment length ml~st

always be gr~ater than the velocity of air movins

z.'ootnote 2

Mathematically, this velocity-time lltability criterion for liIach subs\~gment

is satisfied if

where
Ki ..
C p
P
hi Convective heat transfer ~oeff~~ient (~tu/se=-oF-ft2)
Sti l'lltlnel pedmcter, au
Cp .. Spr:cif:lc hent f)! ilir .::t ::O:1stilnt prcs:3urc, (Btu/oP-sh~g)
(I .. I,!r d~nQi t~, ~sl\lg<:/ft3l
At.! 'l!unnel cros£·-spct lonal area (ft: 2 )
Vi '" Air velocity (!t/:;('c)
Li S'.1bzcgment l'~:1q~h : ft)
~t specifL!u t.:.me ir.tl.!rvCll for inteyration of ther.m:dynamic
equation/;

5-7
through the subsegment mUltiplied by the

aerodynamic calculation-time interval. This criterion can

be satisfied in ei~her of two ways: 1) by cho~sing

long subsegmcnts such that the entire volume of air

in the subspgment would not be replaced within a

calculation-time interval, or 2) by choosing a small

calculati~~-ti~e interval. Th~ choice of longer sub-

segments is preferable since shortening the calculation-

time interval increases ~he number of calculations

!'equired for the simulation (8.i.1 hence thE: C05tS).

In addition, t,he user must be sure th,,', tne program

storage capacity is not exceeded. There is a limit

to the number or line subsegments and the total number

or line and ventilation shaft subsegments that the rro-

gra..n can simulate at one time. These limits are Given

in Appendix A of this mttnual.

.' i

5-8

I
 I

5.2 Outside Ambient Conditions (Input Fonns IF, 6B)

The outside ambient conditions are boundary conditions for the

simulation and consist of the following: l) ambient air dry-bulb

temperature, 2) ambient air wet-bulb temperature, and 3) ambient

barometric pressure '_

A value for each of these parameters must be entared on Input

Form IF. 'I'he outside ambient conditions directly affect the heat

content of the air within a system, since outside air enters a sys-

tem through portals, ventilation shafts, station entrances, and

other openings to the atmosnhere. Consequently, the program user

must obtain pertinent data on the weather conditions surround~ng

the site of' his system. This weather data can "be obtai::led from the

Nat.ional Climatic Center, Ashville, North Carolina. the Department

of the Army Technical Manual TM~-785, "Engineering Weather Data,"

or from loc weather services near the site of the system. The

user may also employ data given in tlle Carrier Corporation System

Catalogue, Part 1, Chap. 2. ("Design Conditions") providec as

T~bles 1 through 3 in Appen<1ix C. The Weather Data and Deaign Conditions

Tables in Chap. 33 of' the ASHRAE Handbook of Fundamentals should not be

used due to the fact the temperatures in these tables are not referenced

to a specific time of the 0esign day.

If the bounds.ry conditions e<; a.'1y siven p0rta.l or v P J1tilation

sbafe exit are exp~cted to <iiffer frorJ tile uvera.ll outsjue ambieut

conditions specified on Input 'i"or:r. 11". the u:!er must define these

special boundary eonuitiolls 0n Inpu.:' ~'orm 6B. ':'hese boundary canditi0;1s

are of particular use when the user wishes to slll!ulah: ·:mly a

pOt'tion of 8. continuou3 system. ):hen a por~ion 0:: Ii co;-,t:!nuous syste::t

is bp.ing simulated. the user !'ley find it m:cessu"'y t.o have the condi-

L 5-9 J
f---

ti0ns at the "portal" of his system differ from the outside ambient

conditions entered in Form IF.

Example 5.1. Suppose the user wishes to simulate only the portion

between the east end of Station 1 and the portal at the east end of

the system as shown cross-hatched in the sketch below:

r--.-J U
_ _ _......1 5TATION

Station 1 is an air conditioned station with a design air tempera-

ture of 80 degrees F., dry-bulb and 70 degrees F., wet-bulb. The

outside ambient air temperature is 95 degrees F., dry-bulb and

85 degrees F., vet-bulb.

WIlen the user enters the outside ambient conditions for his system

the tunnel-station intersection at point A will be one of the

two "portals" in his system. The cC'tual portal at point B is

the second portal in the given system.

The air :'emperature in Station 1 is held constant at the design

temperature for the station. Th~refore, it is safe to assume that

all the air leaving Station 1 is, on the average, at the station

design temperature. The user should therefore enter the boundary

conditions at portal A as 80 degrees F., dry-'bulb and 10 degrees F., wet-

bUlb. The boundary conditions at portal B and at the top of all the

vent shafts where flow exits to the atmosphere are equivalent to t,le

outside ambient conditions of 95 degrees F.,orY-bulb and 85 degrees F.,

wet-bulb.

5-10
~-

When the dry-bulb and vet-bulb air temperature boundary conditions

at a portal or ventilation shaft outlet to the atmosphere are

equivalent to the outside ambie~t conditions entered in the General

Data portion of the input, the user does not have to enter the

boundary conditions at that node since the program automatically

assumes that the boundary conditions are equival~nt to the outside

ambient conditions unle5s otherwise informed.

User Suggestions. The outside ambient air temperature is de~initely

a critical parameter in the environmental design of a ~ubway system.

It will obviously be easier to maintain an 85 degrees F., dry-bulb

design temperature in a subway station when the outside eE~ient air

temperature is 85 degrees F., dry-bulb than when the outside ambie~t

air tempe,"ature is 95 degrees F. dry-bulb.

The cooling load to maintain design temp<::!rature in a station at

8:00 A.M. will in ge:l<::!ra1 be different from "the cooling load for the

same station at 5:00 P.M. on the srune day. The user must decide

whether he wants tD design his syst~~ for the most severe outside

weather conditions that may occur at the time of year f0r which the

system is being designed, or for the normal weather conditions at

L~e time of yea= for which the system is being des~gned.

5-11
 The initial conditio.1S within a system are the conditions th'lt

exis~ at the h'!glllning of a simulation. The user

must specify th~ following initial conditions on Input Form 3E for

subsegments in the line segments in the system: (1) Initial wall

surface temperature, (2) Initial dry-bulb air tempGrature, and

(3) Initial wet-~u].b.2.ir temperature. I f there are N subsegments

witt.in a 3egment, the initial concitions are entered for each of the N line

subsegmentS • Although initial dry-lJulb and wet-bulD air tempera-

tures ar~ required to begin a SES simulation, these values are

replaced by SES-computed values during a simulation and have no

effect on the end results of a properly execut~d simulation attain-

ing thermodynamic eq-.lilibrium. '!'hus, if the user i3- not certain of

the initial dry--bulb and .:et-bulb air terr,perature in a line !';egment,

it would be sufficient to enter values equivalent to the outside am-

l:>it'mt dry-bulb and wet-bulb air temperatures re::;peC"tively. Similarly,

in a simulation which includes the optional heat sink evaluation (.gec-

tion 5.10) the SES recomputes wall surfac~ temperatures in tunnels and

unairconditioned Gtations. As ~ first apprcximation of the wall sur-

face temperature in these parts of a system it is sugscsted ~lat the

user enter a value equal to the outside ambient dry-b'.;i.b Lcmperature.

The user must s?ec~fy thG follcwing initial conditions 0n In~uL

For.n 5B for each ventilation sl-,aft in the system: (1) InitiaJ wall

surface t€mper.atllre. (2) 1nitial C:l-y-l..>ulb air tempErature, (3) Initi.::.l

wet-bu]h air tempel-ature!_ The initial conditioil!,; arc till I [Olm Lh>:0ughout

5-12
 the entire ventilation shaft. If the user is not certain of the

initial dry-bulb and wet-bulb air temperature in a ventilation shaft.

he should enter values equivalent to the outside anmient dry-bulb

and wet-bulb air temperatures respectively. Similarly, if the user

is uncertain of the wall surface t?:lllperature of a ventilation shaft,

he should enter a value equal to the outside ambient dry-bulb air

temperature.

User Suggestions. The initial wall surface temperatures in parts

of a system with a controlled environment, such as mechanically cooled

statiohS, assume greater importance since these values are not recom-

puted during any SES simulation. Experien~e with the SES heat sink

computations has shown that in these instances the heat transfer be-

tween the air and the station structure is a small percentage (generally

less than 5'1;) of the total load required to cool the ~tation. '..'he

following approximations are rer.ommended for initial wall surfa-.::e

temperatures in mechanically cooled stations.

The wall surface t~lperature in a mechanically cooled station

where the air temperature is held practically constant over an entire

24 hour period will in general be approximately I to 2 degrees F. below

the station air design temperature. This is be~aus~ the average sta-

ticn air tenper",ture is cC"'ltrolled by ~he mechanical cooling system

and the walls and the air are in 8qUl.librium .,ith no benefit Deing

derived from daily fluctuations in outside a'l\bient temperature. In

addition, any short-term temperat';.re fluctuations in the station

attribut.able to train operations ha"e v'ery little impact upon the

l
wall surface temperatures. Therefore, the user should enter the wall

sw:"face temperature as either one or two degrees F. below the design air

temperature for segments in airconditioned areaS where the temperature is

held approximately constant over a 24-hour period. ~~e former wall surface

temperature estimate (1 deq. F. differenc~) is more conservative than the

latter (2 deg. F. difference) fra. a ~~1qn point of view.

When the average air temperature in an aircor.ditioned station is

permitted to fluctuate over a 24-hour period, the user should enter as

the wall surface temperature a value-equal to the maximum design air

temperature for the 24-hour period minus one-half the total temperature

fluctua.tion of the station air. If the fuechanical cooling equipment in

an airconditioned station can maintain an average air temperature of

75°F during the morning rush hour and 85°F during the ?vening rush hour,

then the total aircemperature fluctuatic.n for the station is IO°r.

Therefore, the user should enter 8soF - (IO/2)OF = 80°F for the wall

surface ternperat:ure in the station.

5-14
 ~)'4 Steady-State Heat ,Sourcef'. (Input Form 3D)

A st.,ady-state heat source is any positive or negative hea~ source

'Chat is constant over the entire simulation. Examples of possible steady-

state heat sources include the fo1.lowing:

1. Tur....~l lighting

2. Third rail losses

3. Statior, lighting

4. Passenger heat

5. Display lighting

6. Escalators

7. Fare collection equipment

8. Train indicators

9. Station mezzanine concessions

1). Heat removed ty mechanical cooling equipm~nt, etc.

'T'lle user must deter'lline the amount of heat gain or loss from each

individual steady-statel:,e;:;t sonrr:e within each line segment and "Chen

distribute these heat sou.~ces in the appropriate subsegments (depending

upon the location of the source) within each line segment. TPe methods

by which various steady-sti,te heat sources may be calculated are pre-

sented in Appendix D.

The user may ~nter not11 th .. heat gains and heat losses 'n1 hir! a

single £'ubsegmellt or he may deter'!!'i!'!'" the Det g::.jn or loss from all the

sources in the subsegmcnt 'and ente:C only t:1is .let gain or loss (see

E::!'a!'!'lple 5.2 below). The he~i sour('~s withi!'l. eal~l.! :J..i.ne sf->p:fueut are ass';'po!.t!t":'J

it range 'tiithin the line se~mei1t over which the sources are evenly dis-

tributed. In other words each source is ass~qned by d18 user a ~~~ting

3ubsegment number and an e!'l~3 subsegmcnt number. The ending subsegment

5-15
I
number of a steady-state heat so\~ce must be greater than or equal to

its starting subsegment number. In addition, if a line segment has N

subsegments, the starting and ending subsegment numbers must be between

1 and N. The user may enter the steady-state heat gains or losses in

any order desired as long as theix starting and ending subGegment num-

be~s meet the constraints mentioned abovc. T~o or more different heat

gains or losses may be entered as overlapping one another, the user

may simplify his input data and lump all the heat gains and losses in

the .overlapping subsegments together and enter only the net steady-

~tate heat gain or loss witllin each s~s~gment.

The user must supply both a :;ensible heat rate and a latent heat

rate for each steady-state heat source enlered. These heat rates are

simply t~e rates of heat addition and/or removal of sensible and latent

heat wi~:hin the line segment being described. Heat removal is signifie';.

by a negative rate and heat addition is signified by a positive rate.

All steady-state heat rates must be entered in Btu/hr.

Example 5.2. Figure 5.2 shows a st~tjon line segment with some typical

steady-state heat sources. The distribution of these sources within the

station segment and t~e amount of sensible and latent heat gain or loss

from each st0ady-state heat source is also shown. In this example, each

steady-stat~ heat source is 6hown to he ~venly u.i.stributed so1.ely for

the sake of simplicity - tl,e user may distribute his ste.:ldy-state heat

lo""d!'! j n any l"dnne!" de<;i reo.

In additicn to the scurce ratE:', t!:("; user ,.,t:st (mtcr the ~!£:.

type. "n.c" are L"Wo typ('~ nf ::;U'<lrlY-<;C21:C heat 5011':C"?<i. The first

type is the "miscel~.ancous l.eat: ,ouree" which is eatered as Type 1,

 ......
SUb8*JMJ1tr1
..,... 1 'fL .bUon Intrance

Twlilel
I,
,
1 2 3 4 5 6 7
I
StaUon I
I
I 'l'Imnel

t=
I

280'
seg.ent N ~

SENSIBLE STEADY-STATE HEAT SOURCE OIS'l'RIBtl'l'ION

au.iness @ 3,500 Btu/hr ~ ~- Escalators and Misc. Equi~~t @ 50,000 Btu/hr

~ -_ People ~ 70,000 Btu/hr

_____ .. _______ . _ Station Lighting @ 140,000 Btu/hr

LA'l'EtIT STEADY-STA'!'E 1lll!A'l SOURCE DISTRIBUTION

~\\\\\\\\\\\\\\i - People @ 77,000 Btu/hc

Steady-State Heat Source

StArting
Subs8g-
ment N,.,.
I Ending
Subseg- Source
lIIent No. Type
Sensihl/! L:!I.tent
Heat Rate Heat Rate Identifica-
(Btu/hr) (Dtu/hrl tion
,

Bacalatorlll and Mise. Equip. -; 7 1 50,000 0 Escal. "

Mise Equip.
people J 7 ~ 70,000 77,000 Evenly Dist.
People
StaUon Lighting 1 7 1 140,000 0 Station lights
lII1IIinus 4 4 1 3,500 0 Hot Doq SUnd
DIPU'l' DATA METHOD 1 - LISTING BACH S'l'EIIDY-STA'l'E REA'I SOURCE INDY.VIDUALLY

I!lPUt Da ta
~tarting Ending I sensible Latent
st.ady-State lIeat Source Subaeq- Subseg- Source Heat Rate Heat Rate Identifies-
~nt No. lIIent No. Type (Btu/hr) (Btu/hr) tion
BII calators,Misc Equip,Sta. 7 7 1 114,000 15,400 People, light!
1 iqhta and People , escalators
Peepl. and Station ligh~. 5 6 1 68,000 30,800 People Ilnd St..
lighting
8in••s,Pecpla 'Sta light 4 4 1 37,500 15,400 Iklain••• ,peop
• lighting
Psopl. 'Sta. 119htin9 3 3 1 l4,000 15,400 People , Sta.
lightinq
5 tatioo Ugl tinq 1 :2 1 40,000 0 Sb. liqhta

Pi9. 5.2 bterill9 S~-'tete Heat Sources

5-17

t
I
, . ,. ·s .-?=-'
and the sec')nd type is the "heating or covling source" which is entered

as Type 2. Type 1 Sources are all steady-state heat losses or gai~s that

are not specifically used to control the environment within the segment

being described. Although people and display lighting would provide

heat to a system that required a positive heat source in order to main-

tain its design temperature, the people apd display lighting are not an

intentionai or specific means of controlling the system's environment.

Any heating or cooling equipment within the segment that is specifically

used to control the environment wi thi). the segment must be entered as a

Type 2 steady-state heat source. Type 2 steady-state heat Sources may

also be used to supply initial estimates of the heating or cooling load

required within the segment being describe~.

Example 5. 3. ~l example of the use of a Type 2 steady-state heating or

cooling source as an initial heating or coolLlg estimate is as follows:

Suppose a user has c~timated prior to his initial simulation through

hand corr,putations tha+; the cooling load in a station would be approx ..

imately 100 tons of s(:nsible cooling (1 ton = 1:2,000 Btu/hr). The

user may then enter a - 1,200,000 Btu/hr Type 2 steady-state sensibl.~

heat SO'.lrce evenly distributed ovo=r all the suLsegments in the station.

Entering initial heating or cooling t!stimates is not r,iandatory __

a simulation may be perfot:"1'l'1ed with nr withotl1: these i.ni.tial p.'3ttmates.

However, if the user is performing an Environmental Control Load

Evaluation, the initiill hC!<lting or coollng "slil1"<.1te may decrease

the total number of ~nvircnmental control lead evaluation:; t.1j3.t

segment under evaluation. 'Ihe redSOn an initial heating or cooling estimatt!

5-18 j
j
may reduce the number of cnvirorunc:lltal control load evaluations required

is that these eValuations are done by an iterative process,

with the initial estimate generally s~rving as the first iteration. Re-

ducing the numbel: of enviroruncnta 1 control loaa evaluation iterations

diminishes the amount of computer tjme required for a simulation and

therefore reduces the cost of the 3imulation.

 5.5 IJnsteady Heat Sou rce s • (Input Form 4)

Input procedures for an unsteady heat source ~re basically the same

as those for a steady-state heat source, with the single difference that

the steady-state heat source is any positive or negative heat source

constant oveI the entire simulation whereas the unsteady heat source is

any positive or negative heat sourc~ that is constant for only a given

portion of the simulation period. In addition, since the unsteady heat

sources are entered independently of any system geometry data, the user

must supply (on !r.put Form 4) both the line segment an" corresponding

subsegm~nt number for eiJ,ch u:lstcady heat source described. The user must

also supply the time after which the source becomes active ane! the time

after which the source becomes inactive. These times simply defin~ the

operating perioc for the unst~ady heat source. Finally, during the simu-

lation, the user must enter the total nu~ber of unsteady heat sources

wi thin the syst<>m on Input FOrni ID, which must equal the rll..unbf:!' of unsteady

heat SOUl'Les describ~d on Input Form 4.

Cser Suggestions. The unsteady heat source option is particularly well

suited for simulating a fire within "'. system. The user can simulate the

umergency ventilation behavior of his system by entering an unsteady heat

source equivalent to a fire, h~lting all trains, and turning the system

fans to their emergency mocle. TIH~ t'esults of this simulation will show

whet.her or net the emergency vcnti,lation co.,fiquriltion would mai.,tiJin the

ovel'"ll tli!' tc:!'!-,crClt'. !rc \'11':hin th;! t:.:r::ncl wLt.hin <l.cccr:tabic l:'mi":s :'er that

particular fire size.

~-20
t,
----------~
 5.6 ~'Jall Surface Evaporation (Input Forms lC, 3C)_

Studies have indicated that evaporation from subway walls can, under

certain conditions, act to reduce the air temperature in an operating system

since evaporation represents the conversion of sensible heat to latent heat.

The SES program has the capabi l i ty of evaluating on a continuous basis

the evaporat:ion rate from wetted tunnel wall surfaces and '~ne resulting

depression of tunnel ai.r dry-bulb ter.tperature and increa~~ in specific

hmnidi ty. This optional capability is implemented by sett.ing the 't8mperature/

Hmnidity Simulation Option (Form Ie) to 2.0 and by specifying for each line

segment of the system (Form 3C) the percentage of the \.,311 surface arec. to

be considered wet. In the analysis of tr,is phenomenon it is assumed that

wat~r is always replenished to the ? .... .::porating sur·face at a rate suffl.cient

to maintain wetness.

User SU9ge~tions. Through a review of the literatuLe concerned with the

pOliileability of cOnc::-ete by water it was found that, for COllcrete of con-

ventional mixes and propeL·ly cure'l, the: f!<.:lmeability by water, a mass diffusion

phenomenon, is sufficiently small to be unmeasurable. Based on thecc find-

inc:" And field ob::servations and d::'scJ.ssions with experienced tunnel engin-

eers, it has ber:n concluded that the mvisture which riul:lclihlCti ~xists on

subway walls and in the trackways occurs primarily when there is seepage

throug!. joint::> and cracks in tJ:C' ttmnc1 :;~pportinc; nate;::-i~:.

In general the designer of a new system would not C~ 1 ikely to t<tke

credi t for this 8ourc~ of coolinq s~ncc tunnc 1 str';-::t.ures .:lre deGigncri to

~"event seepage. Howev!'!r, in till! an"lyc·,15 o! an c1I:isting system geared

tQ\lard improvL".g environmental ccnji ", .. r~;':;, obs.arv"ti "r.s c,t th,~ c>x1slin\J

stru~ture may indicate s~fficien~ ~oisturc on the tunnel ~oll surf~ces to

warrtlnt i nelusion or: t.he evapor&ti c.r. aroo l"lsis.

1
t
1
 5.7 Underplatform Exhaust (Input Form IG)

An underplatform exhaust system is desisned to prevent the heat

which is rejected by the train from e' .~ the station environment.
This is intended to reduce the temper~ in stations that are cooled
by means of fans and train-produced piston ventilation or to reduce the
cooling load requirement of mechanical cooling sy~tems.

The major sources of heat on a train are the acceleration and

deceleration resistor gr:as, traction motors and, if the train is
equipped with an ~ir conditioning system, th~ air conditioning
condenser. All of this equipment is usually located beneath the car
a~d discharges heat into the surrounding air. The underplatform
exhaust system attempts to capture this heated air, pre·Tl.mting i t
from mixing with the air in the station. An underplatform exhaust
system operates by sweeping the air from b~~eath th~ train and
discha>:"ging it outside of the station. The system may comprise
either exhaust or a combination of supply and exhaust beneath
the "~ain.

The SES prub~am provides the user the option to simulate the
beat removal brought 8.~,.ut by the underplatform exha1lst sysT.el4. A
user-specified fraction of t'.- instantaneous heat rejection of the
train is captured by the underplatl~~ exhaust system. and tbis heat
is removed from the system. The simul~tiofi ~f no underplatform
exhaust system does not aff~ct the air flows within the system. If a
balanced supply and exhaust system is used. there is no net change in
air flow vithin the system. and only heat is removed. If an exhaust-
only ~stem is used, there is a net removal of air from the stati~n

in addition t~ the removal ot heat. The removsl ot heat is simulated

b7 using the underplattorm exhaust feature of the SES program and tho
removal ot air trom the station must be simulated by the addition of one
or mor'e ventilation shaft.s within the station containing tans. The fans

5-22
which are located in these shafts should be chosen with operating

characteristics such that the average air flow rate being removed

from the station through these additional ventilation shafts is

equal to the rate of air removal at which the underplatform exhaust

system is designed t~ operate.

The underplatform exhaust effectiveness (Input Form lG) is the

perc,~ntage of the heat rejcc:ted by the train that is removed by the

under.platform exhaust ",ystem while it is operating. * Two f'eparate

exhaust effecr.ivene~scs are spcclfied by the user. The Underplatform

EY.haust Effectheness ,·..hen the Train is Stopped is the percentage of

the traIn heat rejec1" ion that is removed by the underplatform exhaust

system W.'lCIl the train is stopped in a station. Sinc€' the under-

platform exhaust. system is opcrati0nal only within station segments,

the heat released in the station from only the portion of the train

that is w:Lthin the station limits is reduced by thr:: underplatform

exhaust system. (A st~tion s~gment is a Type 2 line segment, as specified

on Input }'orm 3A.) The Undel',lat.frJrCl "xh9.ust Effecti ,en0.SS when the

Train is liioving is the percentage of the t:>-ain heat rejection that the

l"nderplatform exhaust system removes when the train is either braking

into the station or accelerating 0~t of the station while it is

travel ir.g at a speed between zero a:11 the ~~rr.u.ln Train Sneed <J:~~

the UndcrplatfoIT.l Exh~1.'lSC: Syc;tera (lIJc'ates. Al so. the underpla;,foru

in a constant speed mode (seE; Ch,',pt.;;r [3 -- Train Ff~"'f'orrl3I1r.e) as Wu" ~d

usually be the case if there is no s,~heduled stop in this ~tltion fo ...

------------------------
*Underp.latfonll exhaust system "operaticn" as used harein r,fers strictly to
heat extractic-n by (;he sjste:,i. O~Jeratit)r" does nor cor.note +'1E' aeroJ~"TIa!nic
behavior of the 'J.:".d(:rplat 1"C-j'r.. ,'\;hlll)..it r~,'ch!:'.ni cdl ,-,y;;te!l (e. g. cn-off ope'·~t i .:>.1
of the fIUl3}.

L
 The underplatform exhaust system simulation operates in the
following manner: The train will usually approach the station and
begin braking at a speed which is above the Maximum Train Speed at
which the Undernlatfor...:'lI ~~xhau::;t System Operates. As the train slows
to a speed which is below this muimum speed the underpllltform exhaust
system reduces the total heA.t rej ect ion (stead;;, ·state heat load
plus unsteady pro~ulsion related heat rejection) by the Underplatform
Exhaust Effectiv~l!es[l when the Train is I·loving for the portion of
the train which is inside the station. When the train comes to a
stop the total train hea~ rejection is reduced by the Underplatform
Exh~us~ EffEctiveness wh~n the Train is Stonoed for the portion of

the traiil which is inside the station. The Underplatform Exhaust

Effectivc!1css '"hen t.he Trflin is Hov:inq is again used to reduce the
total train heat re.jcction for the portion of the train which is
inside the station while the train is accelerating out of the station.
This continues until the train speed becomes e;reater than the Maximum
Train Speed at vIti ch the UndeI'lll at form Exhaust Slste:'t Operates.
above which the train heat rejection assumes its normal value.

I 5-J.~t
 5.S Thermodynamic Node ~~nput Forms 6A, 6~, he)

The air temperature and specific humidity of each sub segment are
rucomputed at every thermodynamic computation interval durin~ the
simulation. Three fundamental processes can occur to alter the
temperature and humidity in each of these subscgmcnts: (1) sensible
~Id latent heat can be added directly from sources within.the subsegment;
(2) heat can be exchanged with the tunnel walls; and (3) there can
be a net difference in the heat and moisture content between air

flowine: into the subsegrnent and air flowinr; out. Air flowing into a
node from a subsegment bears the temperature and hUMidity of the
subsegment from which it is leaving. Air flowing into a subsegnent
from a node bears the temperature and humidity eitber computed by thE:
program or assicned by the user (e.r;. outside runbien·~,) dcpcndi:1I': upon
the number of subsegments joined by the Ilode.

On Input Form 6A the user is required to in&icate a the~mal

characteri stic for each of the nodes in the systeM, by sped f~' lng
whe-::.her the node is ,,0 be defined f>S a Tvne 1 •. Type 2. or ':'ype 3
':.hermodynarr,ic noCle. The Therrr,odyn8.'",ic Type assigned to a hode derines
the rr.anner in which the progrwn determines the temp~rature and '
humidity of airflow leaving a node and entering a sub5e~ent. A
TyPe 1 .,.,n;,. 'te assigned to a node which joins two. three, four OJ' f:h-e
subselpIl~nts. A Type 2 may be assigned to a node which joins four or
five sucsegments. Type 1 and T}~e 2 differ in th~ method of COlll-

putjng t.he temperature and hUlllidit~1 of air leavir:p; "he nodes. 7hcse

thi:; confluence point. :!:;:l?',~ 1 ;:,!U5~ 1:::0 o.ssif,ned to nodes which are

joinod to cnly one subsc~ent ~nd ~~present a~ op~ninf, to the at~osphcre

or allY other boundary con<.ii tiol'! \oT;lCre the air E:nterim:: the sJb",eg:!lent

:_i
,
,
Ii,i.
 Type 3 and Type 1 nodes occur in all sUb-way systems, whereas
Type 2 nodes are defined only for nodes joining four or five sub-
segments and then at the discretion of the user. Accordingly, these
node types vill be described in the order of increasing complexity.

~undarY Nodes (TYpe ~). _ A node dc~ined as Type 3 may only be

connected to one subse~ent. and all airflows enterinF, the subse~ent

trom this node have the ~-bulb and we~-bulb temueratures &t this
boundary defined by the user on Input Form 6B. Air entering the
subse~nent through this node bears user-specified temperature and
humidity boundar,y conditions, and air leavin~ the system through the
Type 3 node is exhausted bearinr, the tel'\perature and humidity computed
for the terminal subseement.

I-lixing rIedE'S (T;m8 .:). Prior to l'ccor.nn.:.tinc thE' tiir ter.;uerature

arlO. humidity of each subsegrnent. the pr00'WT\ first computes the
instantaneous airflows in each section of the system. These corn-
putati~ns insure continuity of flow about each node; i. e., t.he flow
approachinlS e. node equals the flo'" lea.ving. If a Type 1 i~ assigned
to a node 011 Input Fern 6A, the prc(Sre.:n autcr.a:t;ically treats this
'lode as one where complete thermodynamic mixing of the incoming
airflows occurs. The temperature and humidity of the airflows
leaving this node are compute~ simply as the er.ergy-based average of
the temperature and htlmi di ties of the "irflows apll'o achinp; the node.
Type 1 must be assigned 1.0 nodes v11ich join either tvo or thre<!
subsel'1?!ents, B.nd mA.y he asd~l1t'd -00 any n'JQ(> whi('h joi Y)<; f·'ur or more
subsegMents.
Partial - !.uxinS Nodes (T;r.:1e 2). ~'or sub",ay [':e<.JT~etri~s wher~ ei t[,er
f(~ur or five sections !~e~t at a !Jo(i,=, :flaY situP.tiC'l1s r:1'lY occur vher0
inflowing air from one secticn deen no':. rdx c<..r.plctely ina t.hermc';'

circ.unstar.c"s where t.ills may UCCUl' a.;:e t:...ncl-to-tu!'.nel crossov.:rs

(4 sections meet) and ventilation shafts which connect to two separate
tunnels (5 sections meet). The SES program ~nables the user to address
such complexities in a straightforward manner through the use of the
Type 2 thermodynamic node.

A node assigned a Type 2 on Input Form 6A is internally represented

in the program thermodynamic network by a set of three thermodynamic
"subnodes." Unlike the nodes designated as Type 1. which may form 11

confluence of two to five system sections. Type 2 may only be

assigned to nodes which Joins either four or five system sections. The
three thennodynamic "subnodes" of a Type 2 .10de are treated mathe-
matically as though a minor network existed within the node which
links the sections Joined by the node in a special manner reflecting
preferred intra-section flows.

Each tr.ermal subnode behaves individually as a mixing, or

Type 1 thermodyna~ic node; that is. the temperature and humidity of
the airflows leaving a subnode are computed simply as the energy
based average of the temper~\ture and humidity of the airflows entering the
subnode. The Aerodynamic Subprogram provides the magnitude and direction
of airflow in each section. If the node is thermodynamic Type 2. the
program goec one step further and applies the principle of continuity
to each of the three subnodes to determine the intra-node flows. The
temperatures and hum~.di ties of the flows leaving the subnodes are inter-
dependent and are determined .imultaneously by the program. Referring
to the "subnodes" in the mino!" network as A, B and C, it is possible
to descr:lbe the "st\bnodes" as in+.ernally linked by two branChes .- one
extending from A to B and the other from B to C.

_ _ _ _ ~/()N I

5ECT/ON 5

SECTiON 3

5-27
 Tl,e program user must designate on Form 6.::: the sections connected
to thermal subnode A, thermal subnode B, and therm$l subnode C
Two sections must be connected to each of the two end subnodes (A and
C). If' five sections are connected to the node" the remaining section
may be connected to any of the three sub'lodes. By al;signing certain
sections counected to a common subnode, the user is :.ndicating to the
program Ghat in c.:L.-;:umstances where the aerodynEllllic subprogram com-
putes airf'low to be approaching the subnode in onf; of these sections
and leavi~g in the other, the approaching air £refers to continue
to the out flowing section without mixing thermodynamically with flows
in sections connected to other subnodes. Whether or not mixing
actually occurs will depend on the actual flow rates in the other
sections; there may be crossflows among the subnodes ~s a consequence
of continuity.

Since the internal geometric configuration of a Type 2 node may

significantly affect the thermodynamic relationship among the sub-
segments adjacent to the node, it is necessary that this configuration
reflect the physical nature of the j"Wlction to insure a valid thermodynmr.ic
eimulation. The following examples will illustrate the use of a Type 2

thermodynamic node and the user discretion required.

Example 5.4.
.....:r_ _ A common geometrical configuration in subvay systems is
illustrated by the following schematic plan of tunnel crossover
- whi':h shows a point at which two adjacent subway "t;unnels are
provi'ded a brief area of communicati.on at a point where no
dividing wall exists; i.e., a tunnel-to t~nel crossover.

I .., '1
I
SECTiON I
~;r.«III_ _ _ _ _ _ _c" = =
I
=:= : . -------"7
5f"CTI DN
:::1
1
2.

SECTiON 3 I 'SECTION 4-
...l.
L--.j
5-28
This geometrical configuration would be represented in tke
system network by four line sections (1.2,3, an~ 4) which meet
at a common node.

NODE

SECTION I jEer/ON 2.

SECTION "

In flow situations where the flow rate approaching subnode A

in sec~,ion 1 is the same as the flow rate leaving via section 2,
tnere would be no ther~odynamic mixing with the flow in sections
3 and 4. When the e.erodynF.,mic su'Dprogram computes a greater
approaching flow rate in section 1 than the leaving flow in
section 2, the net differer.ce in flow passes through subnode
B to sub~ode C, to mix thermodynamically with other flows ap-
proaching subnode C.
If the distance 1 is rel~tivp.ly long (five or six tunnel diameters),
the area of the system repl'esented by the node is large, allowing
the incoming flows t.ne opportunity to intermix by virtue of the
large, turbulence promoting, interface arc:a of the various flows.
In this case tt.e ty;>e 1 characteristic would be assigned and
no thermal subnodes would be used. On the other hand. if the
lilistance L were relatively short (one or two tunnel diame1:.ers or
less). there would be little opportunity for mixing of the in-
coming nowe.. The type 2 node debi~ation would be used and thp
nro~ram user would enter on Input Form 6c sections 1 and ?
connected to thermAJ Rllhnru'lp A Ann FlP,.tionA ~ A."n h ('(')"""ct .. A
to thermal subnode C. In flow si tua.tions where the flow rate ap-
proac~ing subnode A in section I is the same as the flow leaving
subnode A via aection 2. there would be no the'rmodyna.mic mixing
with the flow in .ections 3 and 4. When the a.erodynamic
5-29
subprogram comuutes a p:reater approaching flow rate in section 1 thr.n the
leaving flow in section 2, th~ net difference ia flow passes
through subnode B to subnode C to mix thermodynamically with
other flows approaching subnode C.
As another example, consider a configuration where a vent shaft
is located directly a"Dove this break in the dividing wall. The
use~ would connect this section to thermal subnode Bi the
thermodynamic network created at this node wouLd be ".s follows:

SECTION I

r----;t--_-"vf::;;Nc.:...:..'_ 5 HAfT 5ECTION

:SECT/ON "5£{:TIOtJ 4

For the purpose~ of this example, let us aSsume the program

has just computed the airflows in the sections joined by this
node at an instaJlt during the simu1ation and that these
airflows are as shown.

SE"CTION I /00 CFt1 S':CrtoN a 200 CFM @ 100 of"

S 50 CFM

SECTION .3 4-

Let. us also assume that at this instant the temp~rature

of the air entering the node from secti0ns 2 and 3 are 100 0 and
70DF respectively. If this node was defined as Type 1 (Mixing
Node) the pr0gram would compute the temperature of the airflows

5-30
 entering sections 1. 4 and 5 as 90°F - the energy baded average
ot the temperatures of the airflows entering the node. If this
node vas defined SJJ Type 2 (Partial-:·1ixing Node) having sections
1 and 2 connected to subnode A. sections 3 ~nd 4 connected to
aubnode C and section 5 to subnode B, the progro.m would first
compute the flow from subnode A to subnode B as 100 CFM and from
subnode B to subnode C as 50 CFr·!. The temperatures of the air-
flows leaving subnodes A. Band C (to sections 1. 5. and 4)
would l~ computed as 100. 100 and 80°F respectively--
the e~ergy based averages of the temperatures of the airflows
entering each subnode.

U.:;~!.._~cestiol}~ It i!; important to re8eT'lber that the use of the

Typa 2 node only need be considered in situations ~here four or five
sf'~tions are joi.r·e<:.i. 9.t a. node. As the tu:mel-to-tunnel cr::J5sover
example snows, the criterion for selection a Type 2 node oVer a Type 1
is o9.sed on the eXDccted def,ree of mixing of incominr flows in all
flo" ~i tuations. The selt..ctioll is to a certain' xt.ent dependen-:
upon the jude;el"ent of.' th", :''''er. It is recommended thct
in cases ¥here the user is uncertain as to the type to 5rec~fy after
an~ly~ing a junction, he should assiGn a TYP~ 1.

5-31
 5.9 F.nviromnental Control Load Evaluation (Input FOMS l~ 6B, llA, llBl

The SES program provides the user with an iMportant optioral

capability: the estimation of cooling or heatine load requirements
needed to achieve temperature and humidity desien condition'> in
specified areas of the system (station mechanical cooling, fo:
example). In order to ',we this option the user must divir.<! the entire
system into separate areas identified as zones. A Z"ile is defined as
a grouping of one or more contiguous line ser,rrep'vs and ventilation
shafts wr., ch conform to the same zone type (dS thi:; d~finit lon implies
adjacen"t ,nes must be of different types;. There nre ·~hrce zone types
as spccided on Input Form llA: controlled. (Type 1), uncontrolled
(Type 2) and non-inertial (Type 3).

Controlle~ Zones (~l.L.. A concrolle..i zone refer:; to an ureo. of

the sys'.;er.: where temperature and hunidity nre to be reVllated by mec!1-

anieal cooling or h~ating e~uipment. This equip~ent will have the net
effect of: ei thel' introducing heat into, or rer.lOving heat from, the

area at u constr..nt rate jn order to ma.intain the us('r-specif:ied clesien

condition~ on an averap,e basic.. The prop;rrun estil'l,~ tes the hC'ltinQ;
or cooling load this equipment ....ould have to provide. Only line
segnents ~aJ be placed in this type cf zone.

Unco:1t.rolled Zcnes (TLP.e~_:. An uncontrolled zone is an 11r,,;1 cf

the sYfjt€:m where rTicchanical cooling or heRtinr: f'qllipl"nnt w:!] 1 ,ot be

load estiMates for these zenes. Ljstead, the presellce uf ~lIcontrollcd

contolle:! zer.es. In ':: t:r:;:ic'll nr~l' l:"lt i;-,r. t!1i.i; mCilns thClt the impact

aceoWltcd for, as is the r:ff..:.ct o~' CI.~f10Witll', co')lcd station air on

----.i
tunnel air temperatures. Both line segments and ventilation shafts may
b6 placed in an uncontrolled zone.

Non-Inertial Zones (Type 3). Normally, vent shafts connecting the

system WiUl tJ13 atmosphere should be placed in an uncontrolled zone.
Howev~r, the total number of subsegments and thermal subnodes
which the program internally permits in an uncontrolled zone is limit~d
by array size (see Appendix A and Programmer's Manual). Thus, when.
circumstances permit, the placing of a vent shaft in a non-inertial
zone allows more line subsegmcnts to be placed in a given uncontrolled
zone.

Vent shafts may be placed in non-inertial zones when the air

processed through the shaft is large in comparison with the shaft
volume. Physically, this means that th'~ average temperature of in-
flowing air through the shaft is essentially at outside ambient
conditions. This situation, ~1hich i1"> encountered ill most vent shafts,
implies that the thermal inertia of the shaft in terms of recycling
heated tunnRl air back into the system is negligible (hence the term
"non-inertial"). If in doubt as to whethel.' a particular shaft
qualifies for the non-inertial zone type, the SES summary output for
the shaft should be ccnsulted. If the average dry-bulb temperature
of the inflowing air through the sh~ft is wi thin 2°F of the outside
ambient dry-bulb temperature, t.'1e shaft may be designated as a non-
inertial zone with negligible loss of accuracy in the environmental
control load calculations.

Input Proced!:!!~c_

'l'iI\.: :'nvil'onmcntal control load ev.,luClt.iofl can be performed

fOl' rush hour (mor,nr.", C':t:' '::'''::01::''710) OJ' :lif-hour ()pc!'utiun;:;. Thc~t!

cvalu,ations differ in the lnannet' in "jach the air-wall h"at

tran~ier compulations arc PQrf0rllll!Q for dl<~ IJIlc0ntroi Jed ?onp.8 of the
system. If we ~_nv,i.,..r!?!Jr.tc:.nt.~_-,~..:?:'t.r9.I __~~L " ' I l l u.ltion O;',ltiCIIl (Inr,ut F\)rnl Ie)
is entered as 1.0 (everdng or mc.-ninq !"us!. hO'Jr), the program will
COI~pute the appropriate wall surface temperat.ure distribution for the
uncontrolled zones of the system corresponding to the month of the
year and the time of day for w;ich the SES simulation is intended
(using the heat sink computations described later in this section). If this

option is entered a~ 2.0 (off hour - e.g. ~y time other than ~orninb
or evening rush hour). the progrmn will use as these wall surface
temperatures the values entered by the user as initial conditions for
each rmbseement.

A rush hour simulation w!lich includes the envirorunental control

load evaluation should be performed prior to an off-hour simulf'.t50n
to dctert".inc the correct wall surface temperature distribu.tion. This
simulB.t ion providen I".s output the wall surface temperatures of the

uncontrolled zones for both morning and evening ru:>h hours. The user
rr.ny e~timn.te the wall :;;urfaee tenperatur.:s for the off hour simulation
1Jy i llterpolal i r." from these t",mpe r.a tu~es. This can Oe aeeo:llplished

by nssumillf: ttH~t the wall s,lrface daily temperature profile is ap-

proximated l)y a 3imple harmor,ic fllnction ",i th the eveninl1: rush hour
te!~pel"!1.ture 1eins tho Maxi~lU'n point and the ;norning rush hour tem-
pClrrtu.rc beinl3 the dnily mean.

When p~rrcnn':'ng un envil'o~ent3.1 control lORd evalunUon for

rush hour or off hour operation, the wall surface terr.peraturcs of
3ub~ecmf'nts in the controlled zones arc held fixed a.nd equal to the
valucr; whir.h ;lcre !1szir,ned by the USer as initial C'o:ldition:;, (ScC'

in the selection of appropriate wall r.urface tClT,;')erature values in

;:ulItl'olled zon(:s. i

'{hen environnent3l con';.:·~~l lcc.d. c':::.l-.:ation cr;tion 1 or 2 ie u:Je:l..

the E!..S!:ibCE-C?," c:;vi ':9_:.::,·~n·,·~l.._c:;::~,-::~J._~..:::;£:: !,:"·~:.t b~ cr;tcrcd 0:1 I .. put;

Forn 11:.. 'l'his !·eq'.llres that:'!.", 'l!ler icil'ntif', ~he tc;';.al r;-..u:;bcr o!'

controJ.led, uncontroJ.l.c::1, an:] ;-;on-lnc;;tic:.l ;:nnc, \lhien colJ<)c~i..,ely

cOI~prise tbl cCl:"lplete ~:n;';;E'lTl &:~ol".('!t.ry.

L
 Forms llA and lIB require zone geometry information in great~r

detail: for each zone type, the total ~umber of line segments and
ventilation shaft3 in the zone must be entered on form IIA. Forn lIB
reo.l~ires that the identification numbers of line segments and ventilation
shafts in the zone. as fCntered on form 3A, or 5A, be listed for each
zone.

Example 5.5., To illustrate t;1e division of a system into zones,

consider the schematic diagram of a sample system shown in
r'igure 5.3.

*!,ine sentient or ventilation shaft identification number.

Fi~re 5.3 t:xarnple of EnviroJUnpntl-tJ 7,on0S

For the cace where the user desires an evaluatiun

of the mechanical cooling or heating required to
maintain design condf.tions in the station, the
required zone input datA would be developed as follows:

5-35
 Zone Type Identification Numbers of Line
(Input Forr.l llA) Cegments and Vent Shafts in Zone
(Input Form llE)

2. (uncontrolled) 1., 2. , 3 .• 4 •• 5 •• 6 •• 7.
I. controlled) 8 .• 10. , 12.
2. (uncontrolled) 9.
2. (uncontrolled) II.

2. (unC(mt:;.-u.lled) 13. , Iii., 15., 16. , 17.

~;umber of Envircl,~ente.l C0!1trol Zones (Input Form IE): 5.

For ea0h ccntrollc~ zone (Type 1). the user must srecify on Input
Form l1A the .9!;i- ::mliJ ,end wet-btl} b desio:. tcr.;~err.tures fell" :-::orning rusll

hour and either evening rU:'-;1 or off-hour ':>perations. These are the

temperatures that the user wishes to maintain with the aid of mechanical
• +
equlpr.env. (Se'2 Vol1ff.lE> :;: Part 2). '2.'hc morning rush hour design te!:'.pe!"-

atures must be entered even if the simulation is for some other time of

day. :Jepenrling upon the~riteria selected by the user, these me.y or may

not be tha same a.s e'f€·nir.c rush hour deGigr: trr.;:eratures.

In addition, there r.W.y be a need to idC'rt i fy tcr.;r~rll.~.u:--r> tr.l'_r:c1.nry

c:ondit,ion d.'3.tn ·)n [nput Form 613 in r:rc2.tcr ie11lil tr.3.r. d'2scr:bec. ear:icr
as outside ambient conditions specified on input form IF.

User Suggestions. The environment.\l control load evalu~,tioll is for-

mulated oc the premise that the system for w:dch the estiI:'.ate is being per-
formed is in a state of "equilibrium", i.e., the temperature and air
velocity time profiles throuerout the syatem are repetitive ov~r R

system period. This period is defined as the minimum lenGth of time

into which the headway (the time between trains) of all lh'~ routes are evenly
divisible. For example, if a system cor..tains four routes wilh hE:<tuw:l. ~ of 90, 120

180 and 360 seconds respectiv~ly, the system period would be ~60

seconds. A sunnnary (see print controls) over this peri oJ must be

taken while the syster.l is in equilibrium prior to performine: an
envj.ronme:ntal control load eval:.mtion.

Stud..ics with the SES prOl'ra'";l indicate th[lt ~ri.er all the rC'..ltes
-within the system are traversed r~:; u.C least one train, t,.'o or three

systevi periods must elapse r .:fore sy:;tem equili bri ur:l is ref.cheu.
Afte!' f_n environmental co .ltrol load evaluation 1s pcrfonn0ci p.nd the
siml.llatio·n is continued, the aeroJ:ma:~ic state of the system rC!':'.ains
in e<luili briur.l but ~he thel'modyr.Q~ic stn.te does not. 'fhis occurs
becA.use cf the followinr; ch:ln;::;es:

1. F'or enviro=entnl control load evaluation Option 1, ti'e wa.l1

sU.!'face temperaturcs in th::- uncontrolled zones are rcnlaced by
the temperatures f~orr~?t'.ted in t\.-,e heat sinr.. evnluation
(0(·scrir-.c:c] i.n s .... ~·t.in!' ".1111.

2. The '"\ir te;:)rer8.t'~r(''' ~'1cl "rcclric tnl.,..id.ities in the u:lcontrclleo.

sink evalu~tion.

3. ~ ..~ 'lir tet:l1-">r',t."...-,·s '1.1<1 51)(·,.,i!';~ hur;jrlitic" H1. th<! controlled

zoroes are ini ti.lli7ed "''.; t !JC dt.'dg:1 csndi tiC!l~ ':'or t:1C rcspecti va zonl'S.

~ . J7
4. The heating or cooling loads attributable to environmental
control equipment in the controlled zones (which were specified
originally in Input Form 3D) are replaced by the loads computed

in the environmental control load evaluation.

SES studies have sho~n that two .r three system periods must elapse
after an environmental eva.luat~.on i G performed bcfc.re system thermo-
dynamic eq1.Ailibrium is reestabL shed.

S:ll1ce certain key parumeters (environmental hcatir'g ~.nd cooling

loads and wall surface temperatures) which influence the thermo-

dynamic state of the syr:tern at equilibrium are altered after an
envil'onmen".:.al control load e'/aluaU.on is pcrforJ'l·~d v:::d beCD.use this
e'laluution is based on the ther:nody:H"I.:r:ic state of' tIle systerr. at
equ:i.libriur.-. prior to these c:h:lnces, Sl::S fltuciies neve SO(}W!l t!lat two
or three environMental control :load E'valuations are neces::;sary before
the desier. conditions ~re e~tablisi:ed on an averaee basis in the
controlled ZCl~es of the system. If there are no controlled zones
in the systeffi, only ~ne environmental control load €valuation is
necessary to predict the appropriate wall surface ternperAtu~e throup,h-
out the one uncontrolled zone of the syster:,.

Based on studies with the ;:";ES nro~ram. a sur:e:csteo. procedure for

using the CD'li rcm':lental con t:.rol loa d. r.yalt:~.tion opt. ion for a sys I.e!:!
containin~ one or ~ore con~rollc!! ;:C~0S i~ ~rcsc~te~ ~erc. Alt~1ou~~1

certain syste:rns may require ;;lor..., 0::· l(;ss til'1e t.u rcadl !l. statE:: of
equilfbrium than thi s rror.r,dllrc !IT,)vi,W.''. thi 5 r,tJ.!? of thumb pror.<;,JurE'
should 'be closely folIo ..red ur.t iJ 1:0 f()r','~!~:i 0:1 c(,r.cernirll' f'yst <:"1
equilibriu':l for B. specific ap!"llil~r; . f.ion is ?y·<lJ.'J.':lle.
 1. Initialize system sUlnmaries (see d1apter 9 - "Print controls")
when two system periods have elapsed after each train route
within the system has been completely traversed by at least
one train.

2. Perform an environmental control load evaluation one system

period later.

3. Initialize system suw~uries two system periods luter.

4. Perform an environmental control load evuluation one

system peri.od le.ter.

Ini tialize syster: EUl'lMades bw syste!:l periods later.

6. Perform an envirorJ'lental control load evaluation one

system period later.

To check the previous enviroru::ental :Lo:.d reQuirement estimated for' the

controlled zones 0: the system, the user may:

7. Initialize systc:"! s=aries t ...o syste::l [eriods later.

8. Pri.nt Suml'1ary one sys:em period l",to::r.

D~rinR these ~nterv~ls. the ~scr may print any a0JitlcnRJ

5-39
along the platform length as induced by rnec),nnical systcns. To
approximate the effect of station mechanical systel'\s on global
station aerodynamics, two or three fan shafts should be spaced along
th~ station length. The total ce:p:lcity of' t.hese fa.ns should equal the
net addition or extraction of air from the station 1y all mechanical
systems. In desigps where there is an equ,llizatjon of air supplied
and exhausted within the station there is no effect on global station
aerodynamic behavior.

The SE3-computed ~echanic~l cooling or heatinp, load estimates

are reflected in a continuing simulation as subsf'Z!l1ent heat sources
or sinks. No correction is made for the effect that e. revised load
estimate may have on mechan'.c"l systen airf] ow requirements. If the

revised load <:stimate should require a sirnificant ad.1ustr,ent to the

net statioll r.:echn.nical system airflo·w. it is SUSf;'.'sted ttut thi::.
adjustment be r.;ade and a subsequent sim...u.ut ion pcrfo.-med. In deter-
mining the signi!ican~e of the required necl~nieBJ ~ystem airflow
adjt.i.5-:r.1ent, it is st:.p.~t-sted that the total station vcntilation rate
(sum of nIl Il.v<:ra[',t' inflo;,-s from t ur;nels, !:tai l-"~YS, c..nd shafl,::;) be
used for conparetiv., purposes. I!' the requirec! aj,~ur;:'ment I,; less than

10% of this total ventilation r.,te. little would be V8.ined. in the way
of load computation accuracy by another SES simulation.

5-40
.
-.:.-.",
 5.10 Heat Sink EV'Jluatio!! (Innut Forms IB, IF, -;;,F I 6B)

During the short tcrm 3E~'; sir.1ul',.: ion the wall s'll'face t:em-
perature distribution alonv, the lenr:th of the system is held fixed.
This procedure is followed ~s a result of investigations whicn have

shown that the wall 5u!"face te!liperature, although it may change along
the length of the s:rster:l, re:1:1.in;; cz[;cltially invariant with time
during the SES simulation perio'.!. Howevr;:r there is an important
thermal inertia effect caused by the daily variation:> in outside
ambient temperature and. ;;YBtP;:l utilizatj on as lIell 8.S annual variations
in outs::'de ~ondi tions. An accur~\tt.> :mln-my te!'".perature and heat

lClb.d analy!;.ts must include cow:i.d~ra1,ion of' this phenomenon and the

long-ter;" [,~3.t transfer effect crc:ltcd lJy the temperature differential

bet'W~~n tIiC' su~)wa:1 :;Ji ~ ftn:l tb(~ soil fn,r !'t.'::.ovcr3 f~om the subvD..Y.

(See R"i'erence 1 for a detailed c1 cscript':'on of the heat sir.k corr.putation

scheme. ) If the user vi shes to ir:Jplc;;'cnt the l:l'\vi ronr:-.cntnl Control

Load. evalu'1tion opti~ .'1e ~.ust cnter a 1. on Input :'01"::1 Ie, notif~rine;

the 2ES pror,rm~ to undel't~ll\:e a s"rjPfl of' cor.-.puta'.ions resultinG in p.

detailed. evaluation of the hc::rL exchan:~e bctwe'~'n the air and tUll:lel
walls in (,'lch uncc,ntrolled ZOlle. ~1hc;1 c.:<,J.lcd uron aurinr: the SES
simulation, the hent sink COr:JpuLltion :;C:1C:")(; CO:1putes the themal
inertia and lonr, terr:1 neat tru::ci'cr eff"ct!O to produce rccults "or
diY ect use by the short terr", (:V'l.~ un.tioD - tl1'1.t is, the correct wr.ll

the system correcpond.in;; to <_r;~ !':",()lltn of the y('or "nd tiMe of the dn:r
(either r;-.--,rtlir~{~ or C'venint" r"J:"3:; h;.)..lr~ :.., . c;r W;lj.C;~l t..:H.! ::J!::~ sir:-....llation

is i~ltc.rr.ied. 'i"hest.' C'c'~I~ut.eQ '" .1::" '_·ur:':u..:e LC~·~rJ'!"(tt.l)~·e~ ~J~t.v ttell t~

jm;,l~~cnt{~d in a. r::'?ntinl.·~t'i'=!1 ~_::' --:,:~r: Sr~~ ~i~·11.~t":.:C":1, ~n~b11~c: 'l!1

terrl transient bllSis '.;-y trail! ·:'iY'c·al.ic.1L' <!.I,d t:,e continuously v'1.ryin$;
subway air tcr~er~tur~9.
 -~

In order to perform this analysis the heat sink co~putation

sc.hem~ requires data from the short-term simulation such as subway

airrlow and heat load averases. In addition, the user must supply
data on the design condition~ or controll~d zones, daily and annual
variations in outside conditions, thermal properties or the st;ruct~,re

and soil surroundirlr; the subway, and separation distance between r.ny
parallel tunnels.

The heat sink computations are provided as an optional f!'!ature of

tr.e SES progr.am. A user !!lay elect to omit the heat sink analysis if
intere~t is only in subwa.y aerodyna':l.ics, if wall surface temperature
cL[J,ta are available fro;~, field mea,suremt:nts, or if wall surface
tcmTJerature c.ata are known by vinue of a prior SES siruulatioh whicl!
inclu'.i.cci D. heat si:.~ eV:ll'..mtion. The last sit.u5.tion applies in pa:':'-

ticul['.r to the off-!-'.cur sirnuJ,ation i2,;cribe1 in the pre"10us

section. Detailed :,Cctt SillY, ccrnputations will not be parforrried if the

F'orm le.

If the ucer O!lts to includ.: the heat sink unalysh.• the f·~,llowing

information ::lust be provided for the heat sink computations.

Outs~~ Ar-.bient Te:nrer:J.ture!'l. The out ,.ut of the heat sir.It eo:r.putatior,
focuses en the cyeninc: r.nd ::lor!:in€,: rush hour~ of 3. spccifi~d desi 17 n :lay.

ti01l5 to be typical for n r-:,w':1 :"Io:rch c:' ~h~ yen:r. 'i.'he ~'1':'r.g e:ld

these rush hours o(,:eur. To ~r- ~x:;,r.:!;:C!, if the cvenint,; ruel: h0ur occurs

condi tiona occu:r·:!.r~G a.u~": ~ ,"

the user, any of the references cited in section 5.2 of this chal-ter.

When entering the Iaorr.inr; and ("",nine; outside aJl'bient d.ey-bulb and

wet-bulb ten::peratures. the user shl'ulcl adhere to the following rules: If

the user is performing a short-terlr. simul!"tion for the evening rush houC'.

he should enter his desien eveninG rush hour air temperature for the ~:ening

ambient air temperature, and enter the dif'i"erence between this design (,vening

rush hour air temperature and one-he.:Lf' the average daily range for the design

month for the morning ambient eir tCf.'T:0-c'c.tlJ...!:£.!...

l1hen the U:2'er is sim'..iJ.ating ttc l'lOl'nlng rush hour, he must deteTIlline

his r.:orning :lesign d.ry- bulb a:i r t(r,-,::e!"(1ture ar..d enter thl s temperature for

one-half ihe average Qaily t.cft.perature r'.J:c:e: for h:: s desi[TJ month to the

mo:;:oning ar.;:::ient air design dry-bulb tC:l.r.cl-e.ture to ootain his ",'rening or off

TriP. aven'ge daily teIT.perature range

is usually supplied with clirr;dolor,-:c;,l Ciata.

In the heat sink computation, the annual temperature fluctuaticn. in a

subway system is estimated as a function of the' 8l!lnlituc.c of the out£ide

ambhmt annual temperature flL;c:tuat:o!,;. (FOrI!. l.F). l'he c umputu:' lor. cor:slc.c:r:o

t,his p..rnbient fluctuation to be 0. sl'7:ple ha.rmlJnic 'functicn which £.pprexir.:ates

R.S closely as possible the annutil :::'11.,('1.11'J ti Ol: of daily !1VeTfll'':f'' t",r:r,erf't ')re.

The ~ES user is requir~d to J:,l"ovic.'2 tr.c a;:,plitur:e c:" thj r; ~\l;'"jctir:~.

tologicv.l data for the ::eol!.rBr,h~: e: Ie,c·t-i.:;;: of interest. For

 .. ~
~-~-'-- ~

clarity. this calculation for the city of Ptlanta, Georgie ts

presented ili a 3tep-by-step format.

1. Obtain the normal average montnly temperatures for

the city of Atlanta. *

M.Q!TI!. NORMAL AVERAGE TE:,!PERATURE {OF)

January 44.1
February 46.1
l-1arch 51.4
April. 60.2
May 69.1
J\me 76.6
July 78.9
A1:.l},1lst 78.2
Sep1..er::bcr 73.1
Octo"oer 62.4
November 51.2
Decenber 4h.8

* Source: National Clir~1'.tic Cr>nter, Ashev:\11e, tI.C.

2. Plot these te~per<:urcs. (Sc~ Figure 5.4.)

3. Compute the aritb.,!)r:t.ie ann<lal a'lerPl;e tc:::.nerature by sirmly

taking the 8.verar:e ::Jf the twelve te:::p.:-rat\;res:

T ~veraee ~ 61.4
4. Integra"t;e the area bet.ween the ruontHly averap,e tempf!rat I.ve

period (12 mont.ns) !ni its RbsCIP5~ nnd Gol~~ for the Rnnual
a:npli t '.luI";: •

137.9 = 4x12 x l.nr.·J~l n:::rlitudc

~
 A check of the computation may be performed by plott~ng the
cosine curve together with the monthly temperature profile.

80

T
70

----I
£0
'!

40 -+---,;----,-j--'1'""\ --TI--TI---""---'--',-----r I --,-----1

FEb MM'. A/"""L MAY JiJ'jE ::j~'( t',-=: 0:T NO; [)[( .JN1

r,. : I 'I

j' /'
----------------
-- - - - - - - - - -

hI'" ::;,ll

t
 In thi~ particular exa~ple. the two curves are very similro'
to each other. However, certain geocraphicai loc:3.tion;; mav have annual
temperature fluLtuations which do not correspond closely to simple

hannonic behaviur. This discrepancy should not concern the user as

long as the comlJUtation is done correctly. The simnle harmonic function
is uRed to e.pp·oxir.late the annual air temperature fluctuation anrt not to
duplieate it.

When em.erine th!.: norning and evening rush hour eir temperatures,
the ur;cr should nrlhel"e to the following rules: If the user is
peri'orlJii l1 P; [J. E:lOrt-+.e:rm Eirr.ulation for the evening rush hour • he should en-
-';er his dcslr,l1 eveninG rush h01\r outside ambient air temperatc:re for to}]e

even:!ni': :'ll:-;'h bo':r 011t de:e 8~'1:bient air -':;coperature and one-half the aVGrage
daiJy ran('c for l;he cicnie:n r"cnth fer the: r.:.ornir.r= a~bient air te:":"C'erature.
------------------
Thic call be further eXDlaine(l by the follo-..rin,;" cxa"lT!.lt.

for a (hy :n Jul:' vi 1;h a two percent in<:idence desig:o tem-

perature (the maximu."1 su.orJr.er 0.::'1' tel:1peratures can be expected
to exceed this deRir,:J ter:peraturc no More than 2 percent of
the sUlJ'Jncr) of 9:' dcr,reC:l fr.:.hrenhci t, dry-bulb. The region
in wtich hiR 5Y5t~~ exists ;~s a 28°F avcrBRC ~ai:y dry-bulb
tCr.lperatllrt' ranr:{' <iu,' in~ th," MCJn 1.,h of JIJ~ y. The usel' r.hould

5- 1.;.
j

nri --'"t- nJ
He then must ~Hld e>ne-hfJ.lf the average daily temperature range for his
design month to the morninR ar,lbient air design dry-bulb temperature to

obtain his ~i.!!L or off-hour ambient nir dry-bulb temperature. The

average daily tl!:~perllture ranee is Llsually supplied with climatological
data.
 5 .11 Therma.l Properties

In order to account for the possibility of m~ked differences

in thermal properties between tunnel construction materials and the
surrounding earth, the mathematical model employed to simula~e heat
conc1uction in these materials surrounding a subway tunnel considers
two material regions. Region I extends from the inner wall surface
to the earth-wall interface, whelP'J.s Region II extends outward from
this earth-wall interface. Each region is considered to consist
of a homogeneous material who~e thermal conductivity and diffusivity
are constant. The effe(~tive thermal properties of Regioll I must be
input on Form 3F as the tunnel wall thcrmr,] co_nductivity D..'1d t'li1nel
wall thermal diffusiv:i.ty.o for eaC'h Ulle segmeLt of the' system.
Similarly, the properf.i c::; 1'0)" fIcr-ion II are entered '18 the
surrounrli ns s<'i 1 ('ond: ~e'_i -Ii t,' ~md l-<Ul'rOl;ljjl'lG scd.l d i IrU:; 1. vit:! .
Data for V9.ri01J3 type·" of soil, rock, em() CO!1crete are provided HI

Appendix G.

to rJil thcrr.::;.l 'prope;-~y varil1t.ior.s ..,01 tr.in the nor::mlly enr.ountcred

rauce 0" ·tal ue;;. Thi~ is fort ui tous, :,j nee nell !-,o:-.of'enei ty and a1'-

thermal properties imposaihle.

In the process of !Celcct inr: t~H': apprcpr:i ate tr.err:oal propc-r-ties,

the pTnr;r'1"t user :::--.ould c()n~i..t~r ctllt:r :.:!:c:nc:::er.u il. t.he vicini t;, of t,l,e

~J.. \'
, ......... - ....
• ",,,-,

,
-~
 .0. .02 .03 .0" _05 .06.07.08.09.1 .2.3." .5 . .7.8.9 1. 2. 3..., 5. 6. 7. 8.9. 10.
ID '.; "r,H::]'·"· " I"~ ,;!"·:.":·.···';F,,":,:,,·:!':,:'. ,: .,j;'!:" .l.'·· /1180.
9- f' L 'II r •. I' t I I I I ,; j i ; ..•. 'l: ,. ' : ; ' I " .: ' .. : t · : · · 1'.110.
~~ :1,: I I ~ I~ 1:.1: 1111:· ,,'j . ',.. . v,aO .
.. , I I . " o.
I L .' I" .. " / "
60., .• [ , K . " .I 60.
, . et't: Ratio of etrective to . , '. . . . .. : I
50'1 ..
... !." --f(
aet1l51 thermal C()Dducth'- .. , ..
, ,
"
- .
''1 I '", ' , ",;1 50 •
.. 0 : : : : : 1ty.dimensionless :"," :. i' ' ·/1 1
I ! . " • . • V H. O.
--:...... t--'- V : Migrating l!!"OWldvater •- .--'---f--:-- .--. ,-, . -r'-" :.... .--t-o-c- -f-' -
x veloci ty normal to tunnEl 1 r " . :, L
,--,:- -0-'. --17- . H.
30 I , .. ; I ' t - . . '
. : .: . axis. ft/hr ~ : ~ : .: . 'VI .,
-,--_: 1- . ,m.. "t ft 2 ,t.- .-1 ... J- -ffl-. --.... _.-.-. --.--~, .
:' i', CII. 1
J."enn a.l d'ff'u Sl. Vl. y. , 'U' I - .; : :-----'rj'-I-.
: ': / " .:
20 I' .. I ' . ':J - ..:. ' " I .
, I ,'" L
"1'1'" ,..' ~ .'I II I .. 1 . .
I I.. , 1-- .\. , .
V' 20.
" ' .. ~.i.,, . l i t .. 11 .1 .,.
=-: ., . I • ,- • .. I · .... . ,
II .~. T ,;I
1; ; :··t"': i':. ~ --j-l·+l,:-_·+·.. ·_-H-T
·,--rr-l--·",·t-· +: V I: -t --!-- "
Ion
1 :..! .;
i ... I
': '=t=' 1. ' . l b I I / L' ." ' .
.c:. Ct ',', ,", f--E~r-t-·-I-·c---~-+- ..I,I-1-- --.' " / I
J----,~'. t 10 •
9 -- I : -I ........ -- - - - 1--_ . :9
-T- -~_
_-1__ -.~ ---t--r-~-f-
'" 8. ' I I
'-r-,I' .. , '- .
: ' . ,. -_. -+,I
-~I ~'. / I'
~---r----t--.l-
. " 1 . .' I V .'
7.
'F . -.;
. I
.,
.. '
I ..
-+ !-i-f-' : ' . -+-1-,,-
I . "
,~ ,
I
7

6 .,j ! 1 -rill-- . VI 1 . i &

5..' ..' '., I :. ./ , . __±=L
. ~-t- 5
1
. .r.· · : 1 :. : -- / 1 - ___ ~__ . i-~U ' .
\-- t- :·--\--1 . ~-f--:' ~ . I . l - ..... -- L .. ~L I ---
3 -L. - ---t- 3
. I
~ Lr .I
v. '--""I_ . - -1--__
--- -- :-t"" -l-'-7-+
' , , I

-I~-t i'~ -~ ---l- J--·I·I.--}--[ ~ -- -- :--+~ _:1. -- -~... r--1

.,. i I 1.1 " . " 2
. --t--: ·t---t----- - _. -.~-- ~./
2 '
. I' I I'!. .• . . ' ! j - - I.--1 .- . , '. ..
: ' . ! I'I' . :, I
1._ ~ __.~ _"
4llii . .
___ _+ 1
i _I I I ! I I II 'l . . .J;. I " .. 'I I I I I~ _ .. _ .
r I ~ 1 i, FIG, 5.5 Effective Soa Thermal Conductivity as
Groun7at~r I" " , , Influenced by Mlgrating (Ref.2)
I .: II !~ I II! Ir J....-L'll t ~ : . Ii ...J , I ,I
J ' . ! ' , ' .1_'_ ~- ..-W-- I.-I--LI· !- !-_...L-.:..l-_-L...Ll -!.-Lll-Wl
.01 . 02 .03 e... 05,06.07.08.09.1 .2 .3 . . . . 5 . 6 .7.8 .9 1. 2. 3. It. 5. 6. 1. 8.9.10.
vx/a.

' II
I'
1f~11",,1 "'ffI<'~"
,',
b 1,'11,1,
 Example 5.e. . . To illusGr'lt" the USE: of Figure 5.5. conl:liu.er the

situation where migratinz 'Jrcw1dwater with a velocity component

normal to a subway tunnel of O.O!I ft/hr (350 ft/year) is en-

countered in soil with fI. dii'i't1.,~ivity of 0.025 ft2/ hr and an
actual thermal conductivj"y' 0:' 0.75 Btu/hr-OF-ft. In this case,

0.04 ft/hr ] .6/:'t

0.02:; ft?'/hr

From F'igurc 5.5

= 12 ,
K

thus t)~e effect] ve sn r"!:'0un (liE: ~ "oil tl'.cl':-:al conduct.ivi tr t» be

entered on Fonll ~F for tr,is c(~[';!nent is 9.0 Btu/hr-OF-ft.

irdependcr,tly to each of tli~ tunnel s coml)rj::.,jnl'( the subway. II: t~e

instances where there are two sepc::r a te tunnels running slde by side,

the heat transfer bett'ecr. the air a'.1d the surrounding structure of one

tunnel "l.s affected by the 11f>at ~ra'lsfer bet,,:cen the air and the sur-
rounding s lL uc.tu::-€ of tr.c otl:er t\.::t'.~l. The h<"!ut conducticn co~:putations

ar~ c,'rrec;ted lv aCCOl.,lt !:or th:is 31 ~ua tiu!!. :i,e 1>&ois for ~h is cor tee tion

(Input fom 3F).

 The program user 1s required to previde this dist~mce \1en there nre
parallel tunnels. When there is only one tunnel, this distance must
be entered as zero.

Deep Sink Tem·.::C':·ature. One of the assumptions upon which the heat
conduct::'on computations are based is thd, the e:trth surrounding the
tunnel is ini tiany at the deeR. sink te:rr.:,c·rature. (Input Form 3F);
i.e., the tunnel is at a suff'icient depth belo\" ".;2v: earth's surface
such that annual 3.nd diurnal fluctuations i!1 Gro1lnd temperature
caused Ly surface variations have little c~fect on the heat conduction .

. This ternpcl'~tt.re is usually approxiLated as the annual average

temperat'lr~ of the area or the grou,1uwaler temperdtu:ce as typifi8d
by Fie;·..tre 5.6. Iiowever. in the presence o~· undere;round c;eotherl1al

activity this tc!"'c:?crature can be cOl,~i(kr:;.bly hiC!:c: than th~ annual

avergee te~perature. The deep sink te~pcr~ture is usually presentcd

in the geor~ysical ('.na/or >:e')"'; ~_eIT'.:,l d!1t, for '~;-J€ nrc?, fl.:1cl 511(,:1

so~ces s::ould be consulted for a r.:orc accurat.e determination.

'J".;nnel ~{nll 'I'hiCl-:r,e So.. The r.athe,.at i cal r:od.el ·:r::plo:red to simUlate
heat conduction in the naterjp.l" SU!'l"l,u'1din~~ r~ tunr;c:l is considered
a two material regioll, each consisting vf a homcr;cneous mco.terial.
Region I extends froll: thp inner wall surface th:rou~~h the struci.ure
to the earth-wall interface. Thc tunnel ...·:tll tJ: 1_C~ (Ir.pUT. Fom
3F) is ente;-ed 0\$ the a ....cragc: structure thic};ncils.

si'1!. (>'l1.1,·~tion for 8. s:rstc;'1 with n~, cO:1t-oll~d. zones (Le .• no

Si!IK comp\;':.ati.ons in each unccntro!lcu zo~e. Thj!" arrqy size is eqlJc.l

~=-- ~-5l
Fig, 5.6 . Ground Water Temperature Isotherms (Ref. ,9 )

5-52
to the sum of the number of suusc~ents and the~al subnodes in the
uncontrolled zone. If a line segment or ventilation shaft in an un-
controlled zone is linked to a node, all the corresponding the~al

subnodes are internally placed in the same uncontrolled zone. The

array size limit (LHEQRH) is eiven in Appendix A. When the number
of subscgrnents and thermal subnodes in an uncontrolled zone exceeds
the array size limit, the user has the following options:

1. El.tcr the ventilation shafts of this uncontrolled

zone connected to the atrnosph.~re as Type 3 (non-inertial)
zones in accordar,ce with the guidelines in section

2. Decrease tr.e llw.1oer of subser;ments in the uncontrolled

3. Inrre~' S0 tile array gi lC! Li.!~i t (nee PrOI~rr..r.l.":\er' s

!
fi
 REFERENCES

L Associated Er.gineers Report No. ur'1TA-nC-MTD-7-72-22. "A Model

for the Prediction of Long Term Heat Sink Effects on Subway Thermal

Environment." Prepared by Parsons, Brinckerhoff, Qllade & Douglas, Inc.,

New York for United States Department of Transportation.

2. Vienna City Council, Vienna Office of Public Works - Council Dept. 32,

Transport Constructio'1 - Spec i ,a1 Buildings. "Part 2 - Investigation

of the Thermodyna.:n.ic Froblems (If tpe Undererou.,d Rai 1w~ , ..

Vienna, ~lay 1970.

3. ASHRAE Tr.s.nsl1ctions 0.71, pt 1, pp (1"'75,19(,5.

 6. TRAIN SIMULATION OPTI)NS

The SES program provides the user with four options regarding the ex-

tent and manner in which train operation is to be simulated. The program

allows the user to simulate the operation of trains in open air, within a

tunnel system, or both. In addition, the program provides options regarding

the manner in which the location, speed, acceleration, and rate of heat re-

lease of each train is computed, enabling the user to compute or to pre-

specify any or all of this information. In new systems for which no trai'.1

operating information is available, tte user may wish all this information

to be computed. In other instances, when the program is being applied using

existing train operating data, the user may specifY either the train oper-

ating data ano the heat release or only the train operating data.

The selected option is npecified by the user by indicating a train

performance option of 0, 1, 2, or 3 on Input Form 1e. For each option

only the input forms needed for that option need to filled out; remaining

input forms should be skippen (the cards corresponding to that input form

are not placed in the input data). The four ~,rain simulation options

available to the user are as follows:

0ption 0 -'- Bypass Train ~uJ.ill..~ This option allows the user to

simulate a t~~nel system without simulating trains. Input Forms BA th~ough

8F (Train Route Description), Forms 9A to 9I (Train Data), and Form 10

(Train InU5.alizaticn Data) should be skipped when using this option.

Option 1 -- Impli~it. The i~plicit train performance option directs the

train performance subprogram to make use of a modified version of the

6-1
 \
\\

classical Grain performance calculation method to compute the t"ain loca-

tior., speeCl. and t'.cceleration. 'J'his calculation ma."::es use of

the motor characteristic curves, track grades, speed limits, etc. The

placine of trains into operation, their movement through the system, rate

of heat rejection, a'1d their removal from operation is controlled by the

tl'ain performance subprogram based upon the data supplied for the Tra.in

Route Description (Input Form 8 series) and the Train Data (Input Form 9
series). In addition, the system may be init:alized with trains in oper~-

tion (Input Form 10).

perf r 'r'l1ance is m;eCi 'Hh",n the moveml'nt of the trains through the., system is

knowLl prior to the si::mlo:tion. 'l'his information ma:" be cbtained from ano-

t.her train pcrformbnce computer program, or if the s~'stem is operaticnal,

from measnrer.lents t.aken onboard operating trains.

':'ht: schedule nf train movement throuGh the system must be suppl ied by

the user on Input Form 8E in '"he 1'o!,;~ 0f a time-deper:der,t table c:· trsin

specd!}. By llsinG the train performance characteristics and route date. the

progI'ru:l will approximate the rate of heat generation created by accele!'a~, Lng

and decelerating the tra.in. Some of the data requested for Input Forn: 3

series Wld Tnpl1<:' Form ~ serier: j 3 not requi red t 3nd the item:; w'lich ~ ... y b(!

sl"ippcd u:cc idc:ltificd in Tubl€3 [,. I. ~;~ii n.?

syn1em to b" ini.tiaUz€'d wi.t~ tr'~"L~ in or,"·r'ltion.

~-
Train Route Description and Train Data (Input Form 8 and 9) but does re-

quire a prior knowledge of train movements and heat generation (Input Form 8E).

In addition, the system may be initialized with trains in operation.

The following two sections of this manual discuss the Train Routing

(Input Form Series 8), and Train Performance (Input Fonn Seri~s 9) input
requirement~ for the SES progr~~. Depending upon ~he train performance op-

tion indicated on Input Form Ie, certain of the forms required in the Input

Form 8 series and Input Form 9 series may be skipped. The s~ecU'ic forms

which may be skipped are identified in 'l'ables 6.1 and. 6.2.

-------~---- ---- ,~~

 ---~

Table 6.1 Train Route DescriJ.tion Requirements

Train Per~ormance Option

Input Form 1 2 3
8A - General Da.ta and Dispatching X X X

BB - Dispatching X X X

8e - Track Section Data X X

BD - Scheduled Stops X

BE Speed-Time Profile X x
BF Section Sequencing x x x
X: Data. must be Entered on Input Form

'fable 6.2 Train Data Requiremen·ts

Train P~r~orma~ce .Option

In~ut Form 1 2 3

9A - General Data X X X

9B - General Data I{ X X

9C - Resistor Grid Characteristics X X X

9D - General Data X X X

9E - Motor Data X X

9F - Mot. or Data X X

9G - Chopper Control Ch...racteristics X· X·

9H - Motor Data X X

91 - Acceleration and Decp.lerat·ion Limits X

X: Data must be Entered on Input Form

• Omit this Form if Train eontroll~r option 1.0 Is indicated on Form 9F

6-4
- ==-=====-----:-::-=
 7. TRAIN ROUTING

A train route is a pa.th taken by a subway train as it moves through

the system. The train route information includes data. describing the

train scheduling, tr3.~k profile, locati::m cf stops and dwell time

at each stop, the route the train follows through the tunnel system and,

if tra:l.n performance Option 2 or 3 is being used, the speed-time profile

or speed-tiMe-power dissipation profile that tile traln follows as it

travel& along the route. The train scheduling data specifies the headway

(the tim~ between trains) and the pr.ysical type of trains which arc

~o operate on the route. The track profile consists of a descrfption of

the grade. curvature. and speed limits along ti,e route. A stopping poi'1t

is defined by the location along the route -where the front of the tra:i.n

i.s located when it comes to a stop, and the dwell time is the length of

1;ime ~hat the train remains s'topped in the station. '1'he route the train

£'0110-.;" through the system consists of a list of the ide:ltificatior. nur:-i-

bers of the line sections th"ough vhich the train passes. The spced-ti;:}e

profile specifies the speed and location of the train as a fWletion of

simulation time, and the speed-time-power dissipL.ti on profile sreci f j ~s

the ra.te of power dissip1.tion cause1 'hy trai.n acce.1 ('rl1tion and dE'ce1"'r~"ti.on.

as w",ll as t.he sp\;!e'i and loc9.c::i.un 01' tl1:? 'truin as it tl"avels alvng i. t:;

for a sil:1ulatiQn is con'tr(.'lled. ()~.. tl;" <::.rray si;:e lirait tv t':'.e m;mot,:r of

train r01.1.tcs (A~~cn-jix /\. lizts t.!1C ~-li~~.:ri.:u.~. ·,,·r-ll-14~ co(" t.. hi~ ~i,~~it).

7-1
----- - =-- -~-~
 -'''C-=-':'~~''-~.

~-"-'--~~.~ ~- -.~- ~-- ~ .. ~~===~

Trains are categorized into different types and based upon their

physical or operational characteristics. ~he trains operating on

any route may consist of any of the types which have been defined

for the simulation.

Train routes are referenced internally in the program by a route

number which is implicitly assigned to each route according to the

sequential :;,rder in which it is defined to the program. Each route is

self-contained and independent of other routes in the systAm. A line

segment may have none, one, or more thrln one route passing through it.

If there is more than one route> thesE' ro"tes may operate in the Sa.::IC

direction. or in op:;Josite directions.

Depending l.lpun tile ph;rsic:ll ar~2.J10C1aent, ~ trackway l:18.Y be simulated

by one or more routes. If each trr.in -,;hieh travels upon t:le track passes

through the S9lll€ line segments and stops in the same lo(;c.-I;.ions for the

same dwell time, then only on'? route is required to s.i.mulate that t~"'.C'l:.

If, on the other hand, the track h~s a switch allowinG some trains t~ Pd~S

through some line segments and others to turn off and pass through other line

segoents, cr if som(' traills h,,-ve diff'er('ut dwell times or stop at differ-

ent J oCll.ti ons, t.hen mo"'e than onr route 1 [; reqll j r(,ll to sim'lJ.lE't e that track.

In the case )f different ::;toJjPi:1;: l'jC!atj 0115 'x. th(; t,.f-:: routeg, the traC!k

p,ofile a:11 f'lth ':hr0'-1i~h th", ::;'~~':'m '"c'lld 'f:oe t!:e S:3JTIC on each route. but

t:l(' location of the stoppiI!~ poir.t:::. d~rcll til:l0. und possibly the speed

::~1ts would differ.

the sequential order t::ttt. t:ie reute, !l..nd a1s('; the train. P::i.5SCA through

t:.em. £'1::11 line SeCUO!l i~ ,:,nt8:'c<i witl', ei1.ncr D. po:.;itive cr u ncgati-.rc

!-
7··2
section identification number. (~'he n10thod by which positive p.nd

negative directions are establl,;hed within the sections is described

in section 3.3.) The siGn of tl!is number is used to ir.dicate the

direction in which the trains p::ws i..hrou{':h the section: a plus sign (+)

indicates that the direction of the trQ:i.lls through the section is the

same as the direction of the positive air flow in the section; a minus

sien (-) indicates tha.t the trains pa~'s j,hrouCh the section in the

direction which is opposite to that of positive ~r ,flow in the section.

When entering the list of positi\'n 0," neGative section numbers,

several factor::; must be considered.. SinN' trai.n routes m:'lY ()nly pass

through line Eec:ti ons, venti lnt' ~;n [;h,·i.!'t sectio!1s must not be entered.

path; that is, two sequenU'3.l s'",ct.i0ns iT t.he list must be connected at

a common node in the proper sells", ::ouch ~ha+ "t ~ S POSE i b} e for trai!')15 to

mo:·ve through the sections in the dir('cthn:; which W'~rc cpccificd.

This portion of the inpllt d~·t3. cpcd.fjes the path :.he rout.c takes

through the twmcl nct;.;orj.. This :->ath is de::cribed by a Jequentia.l list

of' po~li ti ve or i1eGati ve sect i<:'ll Indlbe-!'s t hro-Jgh '"hie h thE' roui.es ar.d the

Each train route r,8.'; fl coor1ill3.te [',YGLe::-, t.i:J.c "u.~,,.;ins at 1 point which

is co.lled 'the rC"lte Qr;!.ain a..\1:.i incrcaoee in th~ ul"·e~t.1on of trai:l n:ove-

- T --- - y- f --ww
-
ruent on the route. Figure 7.] is a sketch which illustrates route
terminology.

.\ 4
-_L
t
t
- i2'
 DISTANCE FROM ROUTE ORIGIN TC'
np'ST N6L>E ON ROUT [
PORTAL 0,",

PORTII L -------..
TMIN SCWE:t;ULlN6
ORIGIN"
~,
•
0"'" ')
L Soo 1000 1500
I
z.oot:;

5(;;:(;\1 LOC/., )'j. FT

l- T If F. } il,:, ',; 1/ L ( " ',' ," 'I ,,', I r i. / , ,/ , .;. : /; I ( " (.

T' I r / I Ii 'I f 'y) 1".

------ " f " '\:i.j

-.-,------'-~-------'"""'"'---'-----'-
I:: li;,~.

7-5
All dist.ances along the route are measured in feet, and locations are

given in feet with respect to the route origin, which is located at zero

feet. A route may enter or leave the tunnel system through a portal,

which if; a place where a line segment terminates in an opening to the

atmo::cp\tcre. The user must specify the distance from the route origin to

g>e p0~t1"1 OT' first noile on rOl~te on Input Form 8F. This distance is

used to fix the lccat5_on on the route of the first tunnel section. with

<'sell suu;:;equent tunnel sect ion following in the order in which the route

pa2SE'S through then. If the "'oute vriginates wi thin the tunnel system

-:;hc route or5gin must be 10c3.ced at a node. ':'hl.:3 is accomplished by

cntE'ring :',ero for the distance fron til;> route orip;in to the port::.} 0r first

ncr:c 0;1 rou-..:;c.

The user is relQ~nded that the SES program will not simulate dead

enu tunnels. However, a line segment may terminate at a node whlch has

onJy one other section, usually a ve!ltilation shaft, connected to it. Or,

if ollly the line section is connected. to the lIode, the node becomes a

portal and the line section terI.linates at an opening to the atmosphere.

secti'JT eCLlcncing is ~h:Jwn for a::.ch of the three routes. !-.; . •ddi tion~l

exalllp:' Jf scction seq,"m..:ing • or t.ra,: n routes is prc.o.ride I Figure 7·3.

7--6
ROUTE. I

-~
gOllT!': 3 --
..
RouTE: 3

ROUTE 2
-
SECTIO"-l 13
•
KEY:
_____ ~ AN fIRJ.;OW AS SHo,W..j
SIGNiFIES TI-/£ USER
) [ PI "I E C; P051 T "If.
D'~fCTIOt-1 FoR A.
SE.c TtON

ROUTE 1
NUMBER OF SECTIONS THROUGH WHICH ROUTE PASSES IS 3.

SECTION SEQtffiNCING FOR ROUTE IN THE ORDER IN WHICH -12.

THE TRAINS PASS THROUGH THE SECTIONS
} +11.
+10

ROUTE 2
NUMBER OF SECTIONS THROUGH WHI8H ROUTE PASSES IS 3.

SECTION SEQUENCING FOR ROUTE IN THE ORDER IN WHICH

THE TlAINS PASS THROUGH 'rHE SECTIONS 1J :~::
+12.

ROUTE 3
NUMBER OF SEC':'IONS THROUGH WHICH ROUTE PASS:!;;:; IS 3.

SECTION SEQUENCING roR ROUTE IN THE ORDER J..N WHICH -10.

THE TRAINS PASS THROUGH THE SECTIONS +15.
}
-13.
Fig. 7.2 Sample of Train Routing
 SI5-NIFIES rHE USER.
SO U':INEI> P~S.ITIVE l:J/Il~(TI/)N
'FoR A SECTION

+
f
--,
5,

I
•
+
zo - If)
+-
zs

D/~ECTIDN or TRAIN ROUTE. 2.

SCHEMATIC DJAGF<AM OF 5 y5TEM INCL UL IN6 DIP UT J 0:"";

or T"AIN 8 01lTF$ IV/THIN Hit :-Y:J01

SECTION SEQUENCING FOR TRAIN ROUTE 1

THE &UMBER OF SECTIONS THROUGH WHICH ROUTE PASSES IS 3.

SIGNED SECTION I.D.

NUMBERS IN THE} +5.
ORDER IN WHICH THE TRAINS PASS -9.
THROUGH THE SECTIONS +10.

SECTION SEQUENCIlW FOR TRAIN ROUTE 2

THE NUMBEH OF SECTIONS THROUGH WHICH ROUTE PASSES IS 3.

SIGNED ~ECTION I.D. NUMBERS IN THE} -10.

ORDER IN WHICH THE TRAINS PASS +9.
THROUGH THE SECTIONS -5.

Fi~. S~ction
7.3 Examples of Sequencing for Train Routes
\

1-8
~1
User S~estions. Two types of track switching can be found in sub-
way systems. The first is a switch where on" track diver~,:s into tvo

tracks. This would be ~imulated by two routes, which would run parallel

through the same segments until the switchpoint where they would branch

into different directions. The second type consists of two tracks whi~h

converge into one track at a switch. Th:i.s Would also be simulated by two

routes. However. in this case the routes would originate at twu differ-

f'nt points and pass through different segmeIlts until they both reach the
switchpoint. From that point on, they would run parallel through the

same segr.lCnts.

1. Di verging Tr 5.CKS ; The program user will be able to control train

spacing b;f adjusting the rela.tive time of dispatching trains on the dj ffer-

ent routes. He can adj~st the train headway and the tjme lag between the

trains on the different routes. The case of vne track branching into two

tracks could be hWldled easily. The two routes would run on the same track

through the same segments up to the branch point, and then diverge. Tn

si.mulate alternate operation on two routes, A and B, with~econd

headway in the common se~tion, the u~er would specify a 180 second inter-

vRl hr:>twt'en tra.ins lind nn ti!"'" del':ty on Route 1\ and 0. 180 scccl:d int~r..... al

betwe':!n trai.r..s 0n Route B 'Pith a 90 second time ,lc!.ay. A time Ileluy is

a means cf" delaying the disp(;.tch cf t:le first o.nd s\,;,.b~equ€nt trains On a. route·

the first train on Inp\~t ~'0;'m 8A. This ~chedulit\g !Jch€lr.e would result, in 8.

90 se~nn'l heac1'o1a:r in thl:' c:'''lrJ0n t;I:',~t j ,.om of track. and Po 180 second he<tdway

on each leg of the branch.

2. Converging tracks: A situation wherein two separate tracks merge

into one track poses a more di~~icult problem since proper spacing must

be maintained between the converging trains. However the time it takes

the trains on each route to travel from their scheduling origin to the

8witchpoint is initially an unknown. This problen is solved by simu-

lating train operation until a train on each route llas reached the

sw1t~hpoint. The time it takes each train to travel from the respective

scheduline; origin to the switchpoint can then be determined fur each

route. These times are compared ~,d from them the time lag necessary

to properly space the trains can be determined. This time .lag is then

applied to thp. proper route by pJ.acinr, the value as the delay time before

dispatching th~ fJ.rst trah: on Input Ferm 8A. In this way the user

can coordi"ate the train operation on boLh route~ to insure a smooth

me!'e;Jng of the trains at the sWitehpcint.

7.2 Entering Trains Upon Routes (Input Fonns SA, oB)

Trains are placed into otleration on the route at the train scheduling

origirl (Input Form SA). The locaticm of a train 1.8 defined to be the

distance alone; the route coordinate system where the front of the train is

lecated. The r=ai!ldcl' 01' the train extt'ndR in t.hf- neell. H V 0:' di rect ion along

the route coordinate SystE;IU. ?h~ tn~lll c<.;'heuu] lng Orl;dll (<le~ Figure 7.1)

lIlay lie anywhere along the route -- from the route origin to 1;~e forward end

of the la~t track seetio!: 1<:hich oc!·".nC'~ the ('.1d or tile rQute. In t.he eas~

of a route t.hat orjginA,tf'3 outsirle nf t.~" t.unnel RyRtt'm ruld ",nters the

tunn,Jl system th:..'0iltSh a !-lI)rtal. th6 _~ :;cl~0Hng udgi n nlB.,y bt:. loca\'~d

in either the open air portion of t!le r("lute or within the tunnel system.

7-10
 Trains are placed in operation at the "brain sch~duling origin accord-

ing to the time schedule defined for the route in the dis~at~her informa-

tion. If implicit train performance (train performance Option 1 on Input

Form iC) is being used the trains are placed in operation at zero speed

and immediately begin to accelerate and travel along the route. If ex-

plicit train performance (train pertormance option 2 or 3 on Input Form lC)

is being used, the trains are placed iuto Jpera+'ion at the speed whicll is

specilied for time zero ')n the speed-time profile. TrEdns are removed from

operation when the front of the train goes beyond the forward end of the

last track section, or, in the case of explicit train. performance only,
when the front of the trai.n gGe~ beycn1 the :"ast point of the SpCt'rl-timc profile.

A train is considered to be operational from the timc that i t is

dispatched onto its route until it is removed from operation. Each train

is assigned a train n~~ber by the program which is used to identify a

particula'< train throughout its period of operation. Train r.umbers are

assigned to trains in the &equential order in which they are created -- the

trains which are in operation at system initialization first, and then in

the order in which they are dispatched onto their respective routes. There

is a limit to the nwnber of trains that can be operational a~ 9 e:tvf'n

insta~t. This number is controlled by the limit to simultaneous operating

trai.ns. the value of which is listed aE LM'J'RArl in Appendix A (1f this report..

An attempt to exceed the m:UClmura number of sirnultaneou.s .,pernting

trt:.i:l:J durir.g 6. simlJ.lI~tion will r':!3ult in 6. drnuLl.tion e ..'rcll' me!'sage. When

this occurs a 'Ie ... train will not. bf' placed into op'!ration untH 'lftcr 0.

train 1::o.s been rcm0';ea i'rOli, cperatio•• ii. cl'J~r that the n-::~.' train not

CBUfle the limH. of simlAltaneO'.ls opel ationl!.l trains to be ~xceeded. It

should be ncted, however, that by not placir.g this train into operation

7-11
 th~ normal train scheduling ~s disrupted. If the user is analyzing the

events in the system at stabili~ation. the disruption of the train schedule,

which is a major forcing function of the system, will prevent the system

from reaching stabilization and, i:o lrany cases, invalj.date the results of

the simulation.

A maximum of eight trains may be l~cated in a line segment at one time,

and these trains may be Or! the same route or on different routes. If the

program limit of eight trains simultaneously located in a line segment is

exceeded during 8 simulation, only eight of the trains will be considered

to be in t~le &egmen~ for aerodynamic and thermodynamic calculations. The

remaining tr~ins will temporarily be considered to be o~tside of the tunnel

system, and a simulation error message will be printed. Wh(~n the number of

train, in th,.:! line segment becomes eight or less, the error condition would

no longer exist and the simu1ation uould continue.

~~ Coasting Speed~ ~or each route on which coastine is permitted, the

u~er Wtst specifY the minimum speed that can be attained by the train. In

addltlol the user must indicate the train's mode of operation should the

minimum speed restriction be reached. The user has the option of allowing

the train to operate in a constant speed mode at the minimum speed or to

switch to an acceler~ting mode.

Train D1sz,stching and Scheduling. For each route which is being simulat~d

the user Inust provide the schedule by which trains are to be dispatched onto

that route. Whea a train is dispatched a new train is creat~d with the

characteTistics of the train type Which is indirated, it i8 assigned a

train ~umber by the program which can be used to identity the particular

train. and the train is placed into operation n the train scheduling orie;1n

t~
or ita route. The train then proceeds to travel alona :i~" route in the

positive direction.

r
 A train £.l:'oup consists of one or more cOll3ecuti ve trains which are dis-

patched on the same route that are of the same type and the same headway. The

train headway is defined as the time int~rval between tra:l.ns on the same route.

The headway for a given train is the ~lspsed time between the dispatching of the

previous train on the given train's route and the time the given train was dispat-

ched. Since a train group consists only of trains with the same characteristics,

if either the train type or headway changes. a new group is formed for that route.

The Uber must define the number of rrroups of trains that C01U~ enter the

~. The first train group contains only one train, but the second and subsequent

train groups can be cOlnposed of one or more trains of th(' same type and operating

at the same headway. The first group, which is a special case, does not have a

headway. rather it has a delay time before dispatching the first train. This is

the time that the program is to WIU ~ after the beginning of the simulati.on before

the first train is to be dicpatched onto this route. After all the trains in a

group have been dicpatched, the program begins to dispatch trains from the next

group.

Example 7.1. Figure 7.4 shows sample input for train

scheduling data. The number of groyps ot trains that could

be entered is 4, and the delay tim~ before dispatching first

ll!!!l is 70 seconds. The that train tyPe was entered (1S 3t

and therefore the first train group cOMist!l of one trail! of

Type 3 "'hich is dispatched 70 s~conds lifter the start of the

.imulntlon. In the case of the first train group, the ~~~

01' trains i. understood to be 1. The second train group contains

three trains of Type 1 which are operatJng at 100 Yecund head-

way. Tht:y are dhpJllt... h'!d at 1TO seconds (10 plus 100) t

, 210 •• conde
100).
(170 plus 100). and 310 8.00041

The third sroup contains only one train of Type

(270 plu8

7-13
 3 which is operating at 150 second headway. It is di<~patehed a.t

520 seconds (370 plus 150).

Number of groups of trains t.hat could enter rO'.lte = h.

Delay time before dispatching first train = 70 seconds.

'rime III G t 'T'rain in Group

Gl'-'UP Number of 'rrain Headway bce('mes Operational
Numbe'r Subway Trn.inr, T'JPe (Seconds_)_ _(8[~::.::nd:l ).
1 1 3 ·70 ',0

2 3 1 100 TrO

3 1 3 150 5<"0

4 5 1 100 1020

Fig. 7.4 Exa~ple of Train DisDatchinr, Data

The fourth train b!'C'.lP cont:;.1nc 1'1 ve tr£o.ins of 7y-pe 1 whh:h are oper-

ating at 100 second headwa~·. 'l'he t'irflt is dispatched at 620 seconds

(520 plus 100), and the last 15 rlispatched at 1020 secondq (520 plus

5 x 100).

Tn the above example only train:; or Type ] (!~d :i arc hping disp'l.tch'?d,

may be dispatched on othl'.!r routes. :J1' tr(>,{ "a.y not b~ di ,;p~.1 rhe,j at aU.

It is not incorrect to defjnl n~d~ti[~31 tp,in typ~s that arp not bej~~

used jn 3 po.rticular simullJ. ... jG~~ IJrr,,;jjipg the: p""_JI~rn.:r. r.Ira;r size lj!';Lt for

s 1n,ul at ion , and the tt:;er d5;l n:Jt wtnh to rel!l0Ve it f:>'om th(> '."ita f.\",t. s1n·::e
I
I

1
he was planning to use it in future simulations. However, it is

incorrect to attempt to dispatch a. train type that has not been

defined. Whereas in example 7.1, the trains are dispatched into the

system at irregular intervals. generally a system would be simu-

lated with trains dispatched at regular intervals. Since the trains are

a major forcing function upon the air flows and temperatures in the

system, a regular train schedule is necessary for the system to become

stabilized. A stflbHized system is one in which all calculated values

of parameters -- air fJ OVi r:ct<'. teml)Cratlll"e, Wld humidi ty -- repeat at

reguln.r ~.ntervals. 'Ihf' '.nterval over Vlhich this repetition occurs is

1)sually the same interval over which the train dispatching repeat.s fur

all of tile rout(;s.

The user should define (',nough truins to be dispatched into the system

such thai" the time l;I,t which tlle last train is to be dispatched is at least

equal to, 8.'1d prefernbly .;.reatcr than, the maximum simUlation time for the

cimulati.0n. The ruaxi:>lU!'1 r,imullJ.t.ion time indicated on Input Form 13, whi.ch

is u"cd to control tl'e progr:ll!l oper(~Uon, defines the point at Which the

simulati.on is to be terminated. If the simulation :is termillu\.ed before

all the trains a.re dispntche(l jnto the syotem the remaininc trains w111

ne.ithf.?r be d;;'"paLched nor simuJ.ated. r t on the other hand, the :nllximum run

time WlB more LImn pne hCcaUway grE',(t,('r Limn the ti:r.e at whid, thte last train

on euch rV·..lte 1:3 to be di::JV,t..:hcd, thcn the results cf the n!.mu.l',t.icn night

not c'.' ~~'aninGPu.l. If t!1i::: 5.: :~.'? ~a3C, ;rhen ther'! arc no ne .... t;:p.in:::

cnterint; ~,he sYJtem j t. wUJ ~.) in~;o 1l..'1 '1.crodynll..,; c "die-down" ::lode il.

which the airflows will d('C':"'ac;,? due tc 'lampinG, and the t<;mpE:I':.l.tu:-eG

, ..1thin tt.c eyste:r. will Gpprot.ch :'h8 .;0.11 :lUr!'!l.CC teJ:'.peraturc. If the

u::;er is t'!Lltine !'t'lrr.maries I"f the r~"l\l ts, he uS1J'llly loI''Lrlt!'t the reS'll tFl of

t.he stabilized sYRtem and not of the system in "die-down. It

'i-15
 It frequently occurs during a series of runs simulating a system that

the length of the simulation must be increas(~d. Users are cautioned that it

is a common error to increase the "maximum simulation time," and to adjust

the print controls accordingly, but to fail to adjust the train dispatcher

data to reflect the longer simulation. This causes the system to die-down

near the end of the simulation and possibly invalid~te the results. Other

items w:li~h must be checked when a longer simulation is performed are fans

and unsteady heat loads. Each ventilation shaft which contains a fan has

associated with It a time at which the fan switches on, and a time at which

the fan switches off. If the fan is to remain operational throughout the

entire simuhtion, the time When the fan switches off must be greater than

the maximum simulation time. Unsteady hest loads also have associated with

them a time after which the load becomes active and a time after which the

load becomes inactive. If the load is to remain active throughout the re-

mainder of the simulation, the time after which the load becomes inactive

must be greater thEm the maximum simulation time.

7.3 Track Section Description (Input Form 8e)

When train performance Option 1 or 2 is being used. each route must have

associated with it a d~8criptlon of the t~~ck curvature, grade, maximum allow-

able train speed that occurs along the route and coasting parameter. The

train route is divided into lengthEi. c!l.l1ed track sect.ions. oVer whic-h these

parametors remain constant. Th~~e track sections are nct to be confused with

the line sections r£'quired for the aerodynamic lIil1lulation. A change 1n any of the

7-16

t
four parameters -- track cur,.~ture, m:..cyimwn allo:.able train speed or coasting param-
oter __ ne,,~ssitates tt:.e formation of another tra,'k section.

A forward end and a backward end must be defined for each track
section. These ends are defined with respect to the rOtte coordinate

system which starts at the route origin and increa3cs in the direction
of train movement on that route. 7he backward end of the track section

is the end which is located closest to the route origjn, and the forward

end of the track section is the end which is located furthest from the

route or!gin and has the hieher coordinate upon the route coordinat~

systen.

Fieure 7.5 shows a route which consists of four tr"tck sections. The

track sections are n1.l1T.bered in increasing order in th(' positive dir~ction

with respect to the route coordi.nate system. The first t.rack section is

situated with its backwnrd end at the route origin (location 0.0) and its

forward end further along the route. The backward end of the sec('nd track

section is coincident ~ith the forward end of the first tr&ck section. The

route is d£fined from the route origin to the forward end of the last track

section. Track sections nrc Mftned by giving the location r)f the forw&rd

end of the track section. This location is the coordinate. in teet, along
the route coordinate &ystE:>m. The length of the Nth track secUun is equal to

the location of the forward end?f track s('ction N minus t.h!' locatlon of the for-

ward end of track section ~-l. However, the first track section begins
at the route origin and extends to the, location of its forward end. The

location of the track section boundaries Liust be given in fpf:t Mf>BSUrf'ri along

the track. This is the actual distance that a train operQ~ing on that

route Yould travel, and this distance would differ from the horizontal 41$-

tance 1t the route contains grades or ~arves.

••
7-17
 r
"':c-

·l(/(' THflC/( ITI?.4CK TRI\CK

"I::C(lOM! SECTION Z SECTION] SECTION 4
e F
~I~
8 F B F

0,\ >;00 lOIC ISo 0 Z(J"C

I --+
-
2.'500

\
'RClUT£ Of(IGIt/
f?~q7e (001<. [)/NATe 5YSTEM, FT

'D/~E.(TION 0. TRAIN MOVeMENT

..
F THE FOF!.wAPD fNi:> OF THE TF;'I\(K. Sf-CTION

B :: THE f,ACKW/o.R[.) E"Nb OF" THE. ,PACK S !:cnDN

FIG-. 7,5 TRACK SEer/ON 1<HArIDHSHIP "10 /",Li..iTE r...OOFf,It/AT£

5V$TE M

7-18
I
~~J
 .~
-- -----~----

The user must determine the number of track sections that are required

to describe a route and then proceed to describe each of the track sec-

tiona. The track sections are described in increasing order, beginning

at the route origin and continuing in the posi t.i ve direction along the

route. Trains operating on a route are removed from operation on the first

complete tl-ain evaluation after the front of' the train has gone beyond the

location of th- forward end of the last track section. With this in mind,

a route which exits a t-.mnel system tnrough a portal should be extendec at

least one train length beyond the portal. This will allow the train to com-

pl~tely ey.it the portal before it is removed from operation. If the route
is not continued far enough past the portal, the trai n will r.e remO\"ed from

operation while it is exiting the tunnel, and the airf10ws will ·U;? affected

by a sudden drop in the train forcing function.

Routes which terminate within the tunnel system should have their

forward end of the last track section located at the place where the train

is to be removed frox operation. This lliight be a short distance, for

~xomple 20 feet, from the physical end of the tunnel. (The user is re-

minded that dead end tunnels cannot be simulated by the SEt, program.) The

allowable speed in the last track sectien should be low, so th1\t Ull':' trlli II

approachef! t.he termir.al poi nt slowly.

-portions of' a circle. The amotult. of curvature is measured by the radius

of this circle. That is. a sharr ,~t:rVe 10;0;.;.1':' hav0 a smo.ll radiu;:;, c.ne. a :;en-

tIe curve would ha.ve a long rG,clius. 'T'rack Ctlt""fature is a parameter which

is uoci by the tr:li:1 ;crf::::-:na.r.cc st:l;::::,c;:::r~ :ir.cc ..... s.dditio;~a.L am01;.nt of

train resistance is cxpel'ienced by trains as they round <::urves. This addi-

tlO!lal t::-a!.n re~i:;;t'l.nc~ io caused by increased friction of the wheels en

 the rails. For properly banked curves, it is inversely proportioned to

the radius of curvature. The additional train resistance which is caused

by the train rounding a curve is small compared to t.he rolling resistance

and other resistances that act upon a train. Often, a spiral will be

used as a tranSition between the straieht sect.ion of track and the

curved portion. FOr defining the track sectjons the spiral may be

ignored with the boundary between the straight and curved portions of

track at the midpoint of the spiral. A straight section of track. which

is sometimes referred to as tangent trnek, is a curve of infinite radius.

To "represent this a convention has b€'en established by which a curve radius

of zero feet (0.0) is interpreted to mean that the t:rack is straight. All

other C11rve radii are entered by giving the radius lenth in feet.

Grade or Elevation of Forward End. For each track section the track grade

may b~ entered. This grade may be positive (uphill) or negative (downhill).

The grade for each section IBSY be entered as a percentage or as an

ele'Tation of t.he forward end of the track section. If the percentage grade

is available from the plans. the gr~de would be preferred rather than

elevations.

The elevation of the forward end of the track section is given in feet

~~d may be measured with respect to an arbitrary datum. The grade of a

track section is the difference in eleva+,ion between the forwru"d end and

length of the track section it: ar~-!;\tl:illy the sloping distance or the

hypotenuse of the triangl~).

EJevatio!1ti 141'4 })e ,,""~i.,ljt:'.c lJo"Hlv", or n-=e",u.ve iwiicating thfll. t,ney are,

t
respectively, either above or IlClcw t'1~ dlltum.

datum below the lowe,,"; poiat. IUld Llae only !losit i ve elevations.
It is uSllally best, to set the

Thi • •,im ...... J

L~~~~~c ---~~
7-20
 sources of user error which car. occur fro!l1 manipulating numbers 0.1' di.fferent sien.

All elevations must be either greater than +0.1 feet or less than -0.1 feet. l-then

an elevation is entered as zero or close to zero, the program USes the number which

is entered as the grade. Consequently, an elevation of zero cannot be entered.

When the elevation ot the forward end of the first track section is entered. this

&~e elevation is taken as that of the backward p.nd of the first track section and

the grade is equal to zero. The second and subsequent track sections use their

elevhtion with the elevation given for the previous track section to compute the grade.

Maximum Allowable Train Velocity. For each track section the user must enter the

maximum train speed at which the train may operate in that tra~k section. This speed

will not be exceeded by the train, but the train will attempt to speed up to this

limit with one exception. The exceptional case occurs when coasting has been

specified for a track section and, if the train reaches the minimum speed restric-

tiou within that tracl: section, the option to remain at that mim.mum speed has be/~n

designated.

Coasting Parameter. If train performance option one is being ysed, coasting can be

designated within a track section. For each track section permittine coasting the

user must enter a 1.0 for the coasting parameter; otherwise, a 0.0 must be entered.

Example 7.2. The route must be divided into track sections, each of which is

a length of track over Which the grade. curvature. maximum allowable train

speed, and coasting parameter are constant. F~.gure 7.6 shows an example of
how track section data would be prepared for a route on which coasting is not

permitted. The portion of the route which is shown is divided into ten track

sect1ons. If coasting were permitted, for example. on tra~k sections two and

three, the total number of track sections would remain at ten. However, if

coasting were permitted only for & portion of track section two. the user

would have to enter each portion as a separate track section raiSing the

~-
total to eleven. The maxi_ number ot tzoaek .eet1ons is controlled by the
 "I!II!III , I~ ~ I' ~ I 'l1:-
"I ,-"'''' ......

r:I Ii
l
~
i1
H
TRACK SEC TI 0 N ,I Z J I} 5 '11 8 ? /0

LOCATION of rl7 I I I' 1

FORWARD EN/) OF 2000 2550 :;000 3loo 3500 3(.00 4-150 4400 44olo 5000 ssbo
TR.ACK SE.CTl~'" ,I I I
! I
,-1.070 -3.01%\ 1.1)70 01. -z.&~ -a.st..
~......
--17 070 .. , , . ..
I
I

_ ("'7STIV\/(HIT" '76 00 ' I I i 3100' '100' ST'RAIG-HT

~..... ;.rtf .- I I

. i i
47 65 M.P."! .1. 50 MP. I-l. ~
-.l
- ._---- _.._---- .--"~-
I
I\)
I\)

SAMPLE.. PRD6R.A.M I.NPUT CORf,cSPONvIN<7 TO THE ABOVE TRACK SECTIONS

TRACK SECT rON 2. 3 4- S " 7 8 'I 10

LOCAT;ON OF FO~W.ARI> ENb
OF TR.I4CI( sECnoN 2550 3 00 0 3200 3500 3£.00 4150 4-4-00 4F:.ZO 5al)e 5500

GRj\l)E'] PERcENr o.a -2, I) -3.0 /.0 1.0 0.0 -2.8 -2.8 -0,5 -c.S

c ~I\ liE RIiD/US, F£ Er 0.0 '18'::0 98co 'l8co "3700 3700 ,37(10 '100 100 (). D
I--
M1;.t/MUM 4110HEJ) TR.AIN "
SPEED, /wf.P.H. 5' ('5 1>5 b5 "5 t,,5 50 50 $"tJ 50

FIG. 7.~ SltMPtE. l>ATA DESCRIBING- r)::.1CK :'ECTIONS

~,. 1
 array s~ze limit to the number of tra=k sections for a route, and this value is given

as LMTSRT in Appendix A of this manual. nle user defines a number of track sections

for ea~h route, and to the user-defined track sections is added an additional /l~~ber

of track sections which arE! internally created by the SES Prvgram. The t.otal of

the user-defined and internally created track sections must not ex<::eed ,;he array

size limit for the number of track sections for a route.* If this limit is ex-

ceeded, the user may either reduce Lhe number of track sections that he h':i.s defined

by combining adjac~nt track sections, or he may expand the prog:r.aM o.rray size by

the procedure outline~ in the SES Pr0grammer's Manual.

1.4 Scheduled Stops. (Input Form 80)

A scheduled stop is a location nn a route where the trains 0p£rating on ~hat route

come to a stop. They remain stopped for a period of time wh~ch is known as the dwell

time. During the time the number of person~ aboard the train is changed by the number

of persons entering or leflvin,:] the train. After tne dol/ell time has elapsed, the train

begins to accelerate and trovel along its route.

The user must specify the number of sched~led stops for each route which is being

simUlated. For each stop, th~ ~ser must specify the location of the front of the train

when it comes to a stop, the dwell time, ana tht! nwnbey of persons entering the train at

the stop. The location of the stop does not necessarily have to be at a station, although

* n.e total number of user-defined and prr~r~-created track sections is given by the
following equation:

'RUTS .. NT5 + NLSB + 2 x ~STOPS

where: TNITS z Total Number of Internal Tr.ack Sections for a Route

NTS '" Numbe.~ of Track Secti.ons which are defined by user
NLSa '" Number cf Line Segment Boundaries

- equal to the nwnber of line segments that the route

passes through plus onC'.
- equal to zero for routes which remain completely in
open air.

NSTOP5~ Number cf Scheduled Stops on the Route

The Total Number of Internal Track sections for a Route must be less than ~r
equal to the array size limit to the number of track sections for a route.
ably will be locateu. at stations in the system. stops may also be located

in portions of tLe route that are cutside of the tunnel

system.

The BES train perforrn~~ce subprogram also keeps track of the number 0:
passengers onboard the trnir.. Changes in the number of passenger3 aboard

the train affect the train mass which changes the acceleration profile and

other performance characteristics of the vehicle. T~; user must specify

the number of persons aboard the train at the scheduling origin, ald for

each stop the number of perscns entering the train must be specified. "'he

nUIllber of pCrS0T'S entering the trai:1 at a stop is the net change in passen-

gtrs Il.t the s";,op. A posi ti ve number indicates more passengers al'e entering than

lce:lillg the traIn. 8:ld a negative number indicates :nore passengers are exiting
tha.'1 entering the train.
The tr:li.n ·;/eight consists 0:' two parts: the empty cal' weight (which

is entered 0 ..1 InFllt Form 9D) and the weight of the passengers (average

patron weight is entered on Input Ferm lG).

The user may simulatp the train in two different ways. F~rst, he

may enter the average empty car weight, the nUMber of persons Bboard tr~in

£t scheduling origin and t.he number of persons entering the train at each stOll.

Second, if the n~'llbcr of pi;?r:::ons er.tcrir.g the tra.:n i." f10t ,,van atle, he m~

keep t.hi s nUlflLec cun.,l.ant for the remainder c r' tne simulation by entering

wit.hin the tunnel system. this may bE:< UIJUC in either of I;VlC ways: th~ first.

nlay be used to exanine the steady-st~te flo,"r ccndi tion!! prod:.:.cd by ve::ltj-

latio~ fans, and the secC'nd met.hod 1,;OU':J more a.c'~'lrR.tely ~xa!lli~~ ":he transi-
---~
tion from nomal operation to the steady-state condition.

Steady-state ventilation may be examir.ed by using a stop of long

dwell time to position a r.tallcd train in the proper location. The

user would enter the train data and train routes in a manner s~milar

to that ror the simulation of normal train operation. If train per-

formance Option 1 (implicit train perforn:.ance) is 'lsed, the user would

initialize the system with onc traill in operation. This train should

be located in the position of the st~~led train, vith a speed of zero.

and a long remaining dwell time. The user is required to specify to

the program the lltunber of traj ns ir. oDeration at init iali zatj on. For

each train which is in operation at initialization th~ user must specify

the trail', location alont; its route, t)"'dl'! snecC!., route mu::t·er, ~

~J:£.' acceleration FCric1 ter:merl!tur A , ~r'" .leceleration Crid ttOr:rcerature

and. i: l;.he train is stq1Dp.d, the re:"3i~inp: d"",,,r. ti~Je. All of the above

information can be taken directly from a print (either detailed or ab-

brE.viated) of the instL.ntaneQus statu~: of the sJ':;tem, except the ren:~in-

ing dwel.:' time, which can be estirnate·i by determining when tile trair:

c.:8l!1e to a stop from prints of the syste!:1 status at timeJ prior to the

time for whiCh the trains are being initialized. The train would then

be placed into operation at that location, and rema~r: there for the

duration of the dwell time, whj ch 6r.OuJ.U be lonser than the mUlI.imWll

!'i!.1'.uati~n til!le. The user Sh'll'ld !l.lso ~nter !'. J arp;e value for the

del&y time before disDRtcL'n~: t:!e {i.l"c". 1:rain or all the >:o1~1:e~ to

prevent interference fcOl!: other "rab.s .. hich ;;oula noroally be d~.spat-cl:ed

into the r.~'sterJ on their rC';F",cti '/L' !'01;teD. ;'.d1S C'ln be swi tchpQ on

at the llegir.ninr; OJ' t.he s:ircll·''l.tio:" '1:"ti, at'te, 1'.n i'1it~.Al rt"'\-1.1p per~od,

tht;: I'cs1...utir.s st..,adJ'-s~ut~ airfluw l·at.~::; and ui.l' velo(;itj,t:!lo cun be

cbse!'v~d throug'1cut the !'ystem.

7-25
 A more detailed study oi' H train breakdvwn can be performed by

ob!;erving the transition fror.1 non;~al train operation to fan ventilated

operation. This can be dOlle by defining a system with the train data

o.nd train route infnrmat::'on as would be done for nonnal operation. In

addition, another route would be defined which :i~ similar to the exist-

ing route except that it has only one train dispatched on it and has

a scheduled stop of long d'Wcll tir.;t, at the point where the stll,lled train

is to be located.

The system 'Would be sir.:ilated in the nomal mode of train operation

until it had reached stabilization. Then train operation on the nor!:lal

route would be suspended and, after ene heaciway had elapsed) the train

would be dispatched onto the route ';",l;~.:; eontaina the ext::-a step whie!'.

iE being used to siml.4late the train treakdC'\;n point. After this t.rain

has come to a halt, the user can svi tcll on the C1Jerf,(,nc;; ver.tilation

faLs. ?he results of such a sir.lUlaticn would show H.e die-c.C\iD of tr.e

st~~biliZE'd airfiow rates, and the len(th of titr"e after t 1,c fans are

zo,ri tch",J. WI: thv,t; they beCOME effee'Li ve and estubli sh tr.e r:ird:::um

rcqu1rf.d airflows (see Vol. I, Part 3). The desi,<:ner L'!U()t nc'~ only

sped fy that sufficient airflow is produced in the area ::11' a E"t'l,lled

tl'a!.n, liut this airflow must. be established in a rea30n'l1;)je tine a!"ter

t~e fans ar~ switched on. The dEsicner miGtt alE~ wish lQ inve~tir~te

the efft'cts of tr1lin operl>tioTi (,)',"1 CPP')l';Jng routes or the ,_,ioree'Ll' ('f

!',irfl"v rates.

7-~6
 8. TRAIN PERFORMANCE

The operation of subway trains may account for as much as 90 percent

of the heat releasea in ~ subway transit system. Therefore the s5mulation

of bai:! operations and the airflows that result from these train operations

are a vj.tal part of the SES conputer model. The SES train verf'ormance l! ub-

program computes the location. velo=ity, and acceleration of each tratn

ItS it moves through the syst"m. In addition, the tr'3.ln performance sub-

prcp;ram ha'; been specifically des:'.gned to accurately compute the

total heat releu5e by trains, passengers, and ancillary equipment such

as C'ar airCOlldi"_.illnlr..:., and lighting while utilizing the instar,-car,eous

yo.lltcs 'le unstead:;" air drag en th0 tr.:tin which is computed h tr.e

;\,erod J .<;Eic subprogrBm. The nir drag on the train is a function of'

the blockage ratio (t.he ratio of the frontal area of the train to the

cress sE:ctions.l area of the tunnel). the air velocity with respect to

the train, and other factors.

The calculatjon of the train location. velocity. and ac~el~ration

:Is perfUl!l!ed by the tre.in performance subproeram on a til:!e deper:C,er..t

basis. ~.t any il~stQnt a train may be in ar,y of foul' opera.t.i.cne.l

ce.ch trail' a:-:d sw1 tcte::; r.odes when appropriate. !t uso d1splltcte£ ne\l'

trains ~ihich he.ve gC'ne pa:;t che lid ts of the route.

8-1
 Di1'ferent trains which are operating in the system at 1:. given

time Dlay have different phys1cal characteristics. A trdn type js

aSSigned to each train, with trains which have similar ch&racteristics

being given the same~. DU'ferent train ~ would be required -:0

identify trail::;; with differing numbers of cars, emi'ty car weights.

motor characteristics, or pny other par~eters which are used to

describe the train il'. tl:e train data.

The train ~ is the path the train takes as it travels through

the system. Coding for the route includes ir..fc:.:mation describing the

track L:e0r::etry r.nd tl:e:: path the train ta}:(!s through the tunnel network.

T.ack gcc:::.ctry information includec grades, curvature, speed limits

and storrlng points with their respective d'well time. Tl:e pE.th

throuCh the tUJ:nel net'..:ork consists of (l list of section ider:ti fication

nu..,bers 'r,hich describe vhich sections the trll.i1. pE'.sses th't"ough ti.S

i t moves throu~~ the systerr,. The train routE also contains the data

prescribing th02 times at whic:l new trains a.re to be dispa.tched onto the

route.

The user reay define one or more train ~ and one or more train

routes for a. simula.tion. Train!m.! 8.re referenC!ed "" thin the prClgram

by t~" nUL'lber which is determinec. by t})e sequ(:utj a1 order in which

the difr~r.?rjt. tr!J.in t~lpes !'ire .1efir..ec. \.U the prr:,uam. Tha.t Is. i;h'!

flr~t \.I'u.i.n type is ~I,'PC' tit.;.I::1:'l?r l, t~'e reco:ld .is T:.pe NUlr.ber ;" ~'~(:.

Sim:l.larlJ, the first train route 11; P':,}+e Nur.:l:er 1, t.he secoi.d is

R(wto :liunber 2, etc.

8-2
 The SES train performa.nce subprogram monitors the operation of

each train as it travels through the Dystem. It generally attempts to

move the trains along their respective routes as quickly as possible

without exceeding the limits of speed, acceleration, and deceleration

specified by the user. The travel time is minimized by accelerating

as quickly as possible until either a limiting ~peed is attained,

or the train must begin braking. When braking is r~quired, the train

delays applying the brakes as long as possible, and then brakes at a

rat'e which is close to. but does not exceed. the maximum braking rate

which is specified by the user.

Accelerati~f?' ·,~ode. Train !!:tOVE:ntent3 fire {"'la:sifled into

four modes of operation: accel!:<rating, main~ aining a constant speed.

braking,and stopped. When a train is accelera.ting the train's propulsion

system is providing the maximum tracti'le effort Which is available

f"rom the tra.in's propulsion motors at the speell at which it is operating.

The net tractive effort is that wh~ct is available minus the resistance

to movement Which the train encounters from track grade, track curvature,

rolling friction. and air drag. The tl'ain "ccel~r8tion is calculated

using the net tl'a('t~ve effort, but never exceeOs the upper limit of train

acceleraUon specir.;.,:,~ by the '.19('r even if the tractive effort availeble

would ena.ble tht' train to e:<c('ele"ate ~'a"ter lhn, the> 'l(:E:r 5ul'J:,lie0. F.ccelerl',t:i,on

upp~r l~it. The train cont1nu~s e.t thi!:. accclerf'.t~('n Tnt..- 'H eh va,..j ~s

the trR,in speed rellches the maxir.um sI',~ed whJ ch is allowed in H.e If!nr;t.h

or t.-rack "n 'Jh1ch the trA,1n 13 o~~ra.":,in;, cr un-c1.L 'ttc! tl'ain is fC"T~'ed

to begin bra 1dng for an upccr.:ing lover ~peed l1lnit or 8 stoiJring ~oint.

ir- m - :r - • itt -tiPM -mws £iir m- WYf·

 Ccnstant Sneed l-lode. The constant speed rnocle of operation is used vhen

the train speed has reached tbe maxiruurr. f,pee~ which is allowed in the

track section. In this mode the traL:tive effort produced by the

propulsion motors is equal to that required to Overcome ~he total

resistance to train movement. The train continues in this mode until

any of three situations is cncount(,l'ed: (j) the train enters a track

section "Thieh has a higher speed Ihi t ~ in .;hich case the train switclles

to the acceleration n:oG.c to try to speed up to t}liE' niCW lir.lit; (2) the

train is forced to begIn bra.king for C'ith0r un upcoming lower <peed

limit~ or a stop; or (3) tl>e trair.'s N0pulsion E'ystem does ncr, have

enoug1:J tra~tive (;:!':"ort evai~abl(> at t;~at sp'.;"(: to r;v-;.:r~ome the train resist-

ance. III this last c::~e th" train ..'ould becin to clecelerate slowly.

'!'hi s situation -~-ould typically occur ',;hen tr.e tra,j n encounter s en

upgrade ...·Hle r 1mniz;g at a relo.tively hi gh [:peed and cannot maintain

this "peed wr.ile negotiating the grede.

Bl·a.king M0.2:l. The braY.inE' mode of tro.:I.1l cperntion is used vhen the tra~:;.

h elm.;ing for either an upcor.ing sll(>ed restricticn which Is lover t}-,an

the train's current speed; or vr.en tre tre.i n is nloving for a stop. T:.e

tra~n braking r~te consists of two portionD: a constant deceleration

This bra1dl11;; n.te is C::e:'lllf=(~ l,y 'V:e -':SEr alld is cXl-lail;ed in more

det.ail in the train dntu dC;,cTiptior.. ·J~:ce the train enters tr.e "trakinr

lrode it c;ontinue:; 'tr&.;;il:g UlJtil It 110.<> eitlle.· corne to .. btvp or the

tra.in sl'eed ie eq~al to ";h~ r.;~ecd l!:r:H for ~hict. it is 'br.:l.kir.,-:>;. In the

latter ca.se the train WOuld then sl."itch tn the con~tnnt speed mode and

contir.u~ a't th..~ pr~scrn"d spef:'G..

8-4
stopped Mode. The stopped mode is used when the train has come to a

stop. The train waits Ulltil the prescribed dwell time has elapsed,

and then switches to the acceleration Illode and resumes travel along

the route.

8,2 Train Physical. Data (Input Forms 9A, 9B. 9D)

The train ~ identifies a class of trains with a partic'llar set

of id,entical physical or mechanical properties which are defLled by the

usel-, Trains witt Clifferent physical or mechanical pr()perti~s would

be cl~ssifiec'! into a. differ~nt, type, The U3er must determhe the

number of' +'1"r.in t;n::cs (Input FOl:':l le) ~,e wishe~ to simulat '! , and then

provide a cC:'lplete set of train dat a for each ms., The l'iaximU1'U nun:ber

of train tYT,es that the program can simulate is cont.rnlL::d by the lioit

to the llunber of train types given AS LMTRTP'in .Appendix A.

A subway train is composed of one nr oore caro which are connected

tc op!:!rate as a sinfle unit. Total nu~'t<:r of (:flrs per train is t.he

combined total of all cars, both powered and unpo\;er.·d. Some cars

contain motor!) which are Ilsed to propel the train, ... hUe other cars

do not. either by design or due to ~ malfUnction or the propulsion sy&tem.

lI.otor characteristics &.re given for each motor. B~ u&1ng the number

of motors per llowF,rf'd car and the munbcr of po;:erad ca.rr, in t,he train,

t.h~ p('rformnrce C'hrr'\r'teri r,t.i.cr: 0" i h> f'tltire trejl' CPX: be evaluRt'!d.

the firf:t ~l1r in tr;c ":.!"~in :r; tho:! 1'<'3.!' cf the l~!:'t cer. '!'he :f'!'ont?l

EIl'en of tte tndr. i '" the G"Jr.l of the 0.1''''11 of tne cllr body and t be

IIoroo. of the trucks a.nd Ul'ldf"'!"Co.l· equi'p!l~rrt as Been ln 11 f'T'on'te.l pl'o.jection

ot the vchicl"e. (The subway cnr trucks usually consist of four load- bearing
wheels, a spring suspension system to which they are attached. and the

traction motors which are used to power thoee wheels. The'truck is

attached to the car body with a pivot, which allows the truck to rotate

as the car rounds a turn. The under car equipment comprises an electrical

motor control system which controls the operation of the traction motors.

a resistor grid if it is required by the motor control system, an air

compressor which supplies air for the braking system, electrical fuse

boxes. emergency lighting batteries. and miscellaneous equipment.) 'l'hi s

frontal area is used as an ef1ectiye area in the aerodynamic calculations.

The perimeter of tl:e car is the :oerimete~' CQrrespond'.ng to the train

frontal area. This number is the length of the sides and top of the car

body plus the le~;;th of the sides and bGttom of a recta'lgle whose ',idth

is equal to the width of' the train and whose area is equal to that <lhi ch

was 1) sed for the average area of the truck and under car equipment. 'l'ne

total lenGth of train and perimeter vf car are measured in . eet; the frontal

area is measured in square feet.

The ~erodyn::l.lllic drne on the train ':!omprises three parts: the drag

on the front or nose of the vehicle, the drag on the sides, tor-, and

bott'm of the vehicle and the drag on the back or tail of the vehicle.

The front of train drag coefficient is used in the computation of the

ae!'odynamic dra{; on t[;e fronLof the t1'a.in, and Taule 8.1 give:; typic.'.l

coefficients which should be entered i'o:c various train shapes. 'iJo.::

Ekin fric'tion coefficil:nt i;:; u:::;d i:: 'the Qalculc.tion :;,f thl" !Jed cy-,;ci:::bc..ch

friction f.!'.ctor :fer t!i.~ ;;;idc~ 0:' the trllln. This number is difficult,

to obtain, but in a i't:!W e~"'" it h'lS t~en measured eX~Jeriment3.11y. \'al'l€:;:;

uS1.1ally ra!lge "rem .009 to • 015 ... i t!1 the median of .012 3'J.GGestt!d lor modern
tral'lsi t vehicle!J. !'ield ')b::'~rva~' cr.s in 'the BerKe Ie:; Hill::; tunnel::; (R~f. ~)
substantiated the use o!' this suggeEied val:le.

8-6
 Ta.ble 8. 7 - Front of Tra.in Drag Coefficient

0.48
0.99

.!==::..

fjI.'

.'
.,.\.
..'-i
t
I1 0.64 0.45

o 0.45

-no!
!I
1
0.56 0.25
'-'I

0.5S
o 0.24

0.52

_-_ ----. - ..
... ..
o 0.21

.-----------.~.--. ,,-~,---

t
I
(Ref.l.3)

l
 The Drag Coefficient. Heir:hted Total Truck Area * is used to compute

the additional. form <dr dra[': on the train which is caused by air flowing

around the vehi cle trlle 1,5. 'l'he addi tiona} frontal area of the trucks

is the fronto.l Br,ea of tile trucks minus the I:l.verage area of undercar

equipncnt. For most Inc'Jorn t)'ansit vehicles the truck drag coefficient is

approximately 1.0. II LJwsc cases -, the ))rug Coefficient Weighted Total

Truck Area is equal to the llu!',oer of trucks in the entire train multiplied

* Th,= vc.lue 0f the truck dnt[ coeffident is dependent upon the

truck';:; location . . . ithin the train, the proximity to othE.':r und.;-r.:ar

equipment, and the direction of ail' flow. The truck form dN,S

coefficient can be eVa1w,1,ed either experimentally or mathematic!'.!lj'

by using the method Qutl,ined in RefC'rence 2. If this is done,

tlw Drag Coefficient ~1dJ~hted TotAl Truck hrea Ca!1 be evaluatEed

using the fo1lowinC; formula:

n
l:
T=l

where

= AddJLlOnnl frcnttll f,)"C'rl of truck

~
I
I

i
I~
-~

8-8
by the additional area of the truck.

The Average Empty Car Weight (Input Form 9D) is the average

weigh~ in tons, of an unloaded car. The weigh~ of the passeng~rs aboard

the train iR added to th-:s to compute the total we1ght of the train. The

weight of the passengers aboard the train is computed from the number

of passengers a board the train (which may vary after each scheduled

stop) and ,he average patron weight. The ~t.('celeJation l'esistance of

roti\~1EiL.P'?.rts is a factor which is used to increase the effective mass

of the train to allow for the rotational inertia of the wheels, motors,

axles, etc. The train effective mass consists of two parts: the empty

car mass which is increased by a factor to account for the acceleration

resistance of_rotating parts and the mass of the passeneers. The train

weight is used in the cdlculatiou of the grade resistance and rolling

resistance, ane the train effective mass is used to calculate the illertial

effects of accelerating and decelerating the vehicle.

The train rolling resisLance coefficients are used to comput~ the

mechanical friction created by train mOlement, and suggested values are

provided on the instructions for Input Form 9~.

Train heat .re.je,~tion at zero ST;"e'! (In~ut For'''! 9B) h~lS

t ......o c0T:1pOncnt8: a ccnstL.nt or ~ter4::Y-~;: G.tc censi ole nC:~l,t

rejertion and a latent heat rejf'ct;,·,·" 1f.ei a v3ri.1ble s'~l1si.ble heat re-

jE-ction. The l:onstant portior. flf til", train [l':',lt rejection, '~'hich ;nay be

either sensible or latent 0'- buth, is r::i.v"n o~'f .~ontinllO\lGly duri_'1g

9·9
 or cooling, air compressor, fans, miscellaneous car equipment (this does

not include traction motors and related equipment), and passengers.

Passengers aboard the train would be a source of latent heat as well

aE sensible heat. 'rhe user must consider all sources of heat aboard

the train, estimate the total average heat rejection rate, and use this

value (in BTU per hour) as the sensible heat rejection and latent

heat rejection per car at zero train speed. Examples of train steady-

st .te heat rejection are given in Appendix E.

Subway car airconditioning systems usuall~ consist of a compressor

and cond~nser which are located beneath the car body, and an evaporator
which is l0cated in the car roof structure. The evaporator absorbs heat

from the air inside the car, whi1e the condenser discharges this heat
~-
:nto the air beneath the car. Any moisture which condenses on the

evaporators is discharged ontoche track bed where it ultimately

evaporates or finds its way into the drainage system. For air condltione'i

care, the total heat rej ection from all sources wi thin the Cat - - lighting,

passengers, fans. etc.-- can be considered equal to the rated capacity

of the aireonditioner. To this quantity must be added a value representing

the undercar equipment heat rejection which must also include the ai1'-

cr,nditi.o::>ning compressor as well as the air compressor and other

mts~e~l~eous car equipment.

I
I

8-10
I
-_J
 8.3 Train Moto~ Operations

The basic motor used for subway propulsion systems is the DC Series

J-- Motor becausa of its inherent stability and the high torque available for

accelerating trom a star.dstill. Figure 8.1 shows the per10rmance curves for

a typical propulsion system. It can be seen from Figure 8.1 that t.he speed

range where the highest torque is required is below the base speed of the

motor. Ba~e speed is the speed attained by the motor when operating at rated

armature motoring voltage and full-rated field flux. The tY};:ical ratic of top

to base fipeed for urban service is approximately three to one.

When starting a DC Series Motor, the full line voltage cannot be initially

imposed across the motor without overloading it. It is necessary to control

the voltage across t!1e motor until it comes up to base specQ. In conventional

trains the motor voltage is controlled by insertin~ external r~.istances in

the c":.rcuit. The resistances are then notched out of the circuit by a

device ~uch as a cam ~ontroller as the motor generated back voltage (or back

EMF) increases with speed. More recently, the advent of solid-state thyristors

with large power capabilities is providi~9 a prac~ical alternative to the cam-

controller equipment which had been alMOst universally used in rapid-transit

cars. The thyristor chopper is a semi-conductor ~evice which can be

described as a switch which opens and closes very rapid::'y. By varying tbe

switch "on" to "off" time ratio, the average motor voltage can be regulated.

During braking, the motor is ~~connecte~ to act as a gener~tor whose

armature is driven by the train. The generated current is dissipated a, a

controlled rate producing a uniform rate of deceleration, a process known as

"I' ·:amic braking. Two methods for dissipating this current are in use,

8-11
 ----"- , ,--,
--- ~~-~---. --~-~~---~----

.
1 0 -t--....;..;;;..&;;~-----..- - - _ !!:.~L _____ _

3.0
/
/
8.0 /
/
/
/
/
'"'
~2.0 6.0 /
p,. CI)
/
CLI
,.,
01 ,.,g
0 0 /
~~
:<: Eo<
..., ...,
..... ....I:l ~y
:§ p4.o
,., ,., /
CI) CLI
11.1.0 11. / Motor1.ng

2.0

Road Load

o O~--========~-----------------~------"-----r---
0; Base Speed 3 x Base 3peed

Figure 8.1 Typical Torque. Pover and Speed Curves

8-12
rheostatic braking and regenerative braking.

Rheostatic braking is the more established method and consists of (~issi-

pating the generated electricity ill the form of heat by passing i t through a

banJc of resistorE (known as "resistor grids"). Draw-backs in this method

include the added heat load imposed on the subway system and the waste of

potentially useful energy. Regenerative braking, unlike rheostatic braking,

seeks to recover as much of the generated energy as possible and put it to

useful work. Part of the generated current is used to power on-board auxiliary

equipment and thE' remainder is available to the current distribution system

for use by other trains operating in the vicinity of the regeneratin9 train.

The ability of the direct current distribution system to accept power from a

~egenerating train, known as the receptivity, is a function of the distribution

nntwork circuitry and the positioning of current-drawing trains relative to

thn regenerating train. In the event that the line is not receptive, the

excess energy is dissipated by on-board resistor grics. Other schemes have

been contemplated which utilize wayside resistor banks to expel the heat

outside the subway system as well as meth~ds of energy storage such as a flywheel.

In general, a conventional train utilIzing a cam controller will be

equipped for rheostatic braking. Though not impossible, there are serious

technical difficulties in trying to regenerate with DC traction vehicles having

resistance control. The difficulties arise because the contactorF cannot

respond quickly enough to variations in line voltage (which is a measure of the

receptivity of the line) leading to unstable operation.

'rhe SES program has the capability of simulating both methods of speed

control (i.e., cam control and chopper control) as well as rheostatic braking

and regenerative br&king. The program is structured to simulate either a

8-13

J
train with a cam controller and rheostatic br~king or a train with chopper

control and either regenerative or rheostatic braking.

cam Controller

The electrical switching which takes place as a rapid transit vehicle

accelerat~s is complex and may vary with the particular control system used.

The following sequence is for a cam controller. In a typical 600 volt traction

system, where each car employs four 300 volt motors, all four motors initially

are connected in srries for accele"ation in order to limit current and reduce

size and weight of resistances (refer to Figure 8.2). As the train accelerates,

the cm'rent limit control st!quentially removes (or notches) all the resistors

out of the circuit and each motor is then running at l~O terminal volts. The

function of the current limit control is to permit notching advance of the

control system to the next increment of voltage across ~he motors. This occurs

onl~' after thE' current has decreased to a predetermined value. In this wayan

approximately constant average amperage is maintained through the traction

motors with a consequent production of constant average traction effort, which

results in a constant rate of acceleration with full field strength on the

motors. At this point the voltage to each motor must be increased if the train

is to continue acceleration. The control system then reconnects the ~tors

from four in series to two parallel groups of two motors in series--a switching

sequence known as "transition" (refer eo Figure 8.3). Resisltance is again

introduced into the system, this time with an imposed lioltage of 600 volts

per parallel circuit, cmd the resistance is gradually notched out under' current

liJ11it control. Eaeh motor is then running at 300 teminal volts.

This transition ordinarily occurs At A train speed in the neighborhood of

one-half of base speed. The series-parallel connection is used throughout the

 + 600 V _ - - - - .

RESISTOR GRID

MOTOR I

MOTOR 2

MOTOR 3

MOTOR 4

GROUND

AGURE 8.2 - TRACTION MOTORS IN SERIES

+600 V

RfSISTOR GRID

MOTOR MOTOR 3

MOTOR 2 MOTOR 4

I GROUND

FIGURE 6.3 - TRACTION MOTORS IN SERIES/PARALLEL

CONNECTION
throughout the series connection, continue to do so until all external res is-

tance has been notched out. At this point the control system reduces the

field strength of the motors asdictdtedby the current limit control. The

base speed' varies among motor designs, but a representative value would be

twenty-five mph. This is the speed at which the constant rate of accele-

ration can no longer be maintained sin·::e the reduction in field strength

reduces the available tractive effort. When the field strength has been

redut:ed to the minimum value .. the train continues to accelerate accorr'ling

to the tractive effort available as indicated Oil the motor characteristic

curves.

Chopper Controller

Consider the same traction system described ahovc, four motors per car

operating from a 600 volt 2.ine. However, unlike the cam controller which

reconnected the motors from full series to a series/parallel arrangement,

the chopper controller is assumed to retain the motors in series/parallel.

A typical chopper control arrangement containing the major components is

sbown on Figure 8.4. The additional com?oncnts required are the main

thyristor and logic circuit, the line filter, (capacitor and induc~or) the

main motor reactor (inductance) and U,e free-wheeling diode.

~he heart of the chopper is a form c! thyristor known as a silicon-

controlled lectifier (SCR). The SCR is a unidirectio(,al semi-conductor which

may turn "on" by the application of a low-power signal to its gate. Once "on"

thr SCR remains in a conducting mode. 'fo turn tr.e SCR "off" it is necessary to

interrupt the power flow for a cpecified amount of time, which is accomplishod

by rcverGing the voltage across the SCR. This process of turning the SCR off

is called forced commutation, and it must be used when the power source is D.C.

8-16

!
~
 For the purpose of discussion it will be sufficient to treat the chopper

inner workings as a "black box" operation. Hence, the reference to the

chopper will be interpreted as meaning both the thyristor and its lO9ic cir-

cuits and will be treated essentially as a switch (e.g. as in Figure 8.4).

In t.he oaotoring mode, the chopper regulates the current in the motor

circuits. Turning the chopper "on" builds up current in the motors by

completing the circuit from the third rail ttxough the motors to ground.

When the chopper is turned "off", the energy stored in the motor reactor as

well as in the collapsing motor field continues to drive current tht'ough

the motor circuits by way of the loop form~d by the free wheeling diode (FWD).

The average voltage applied to the motors is controlled by adjusting the

ratio of the chopper "on" to "off" time. This adj .. stnlent is made by t;'le

chopper contro~ logic to maintain the desired average motor current and he~ce,

motor torque. The input to the control logic is from the train op.e::-ator or

from automatic train control equipment.

Motor Motor Field

Motor
Armature

1
/\
Reaetor

" ~e 8.4 Typleal Chopper Control

A train ac:eleratinq trom a standstill ua.. chOPPer control ot the arma-

ture voltage (and t~us torque) up to base speed. For the cam-controller thi.

operation was accomplished by progressively notching the external rn.istance

8-17

---:-:----=-=~
out. of the motor circuit. By eliminating the need for external resistance,

the chopper at once demonstrates a savings in traction power requireme~ts and

a reduction in heat input. to the tunnel air.

At base speed, full voltage is applied to the motors. For example, in the

case of the Westinghouse chopper system used in the BART and Sao Paulo Metro

cars, the ch9Pper swl.tches at a normal frequency of 218HZ with an "off" interval

of about 6% of the total cycle time. 'ro further l,xtend the high-power. portion

of the accelerating cycle beyond base speed, motor field weakening is employed,

as in the case of the earn-controlled train.

Cam Controller vs. Chopper Controller

Cam Controller -

Advantages

1. Thoroughly tested and refined through years of service.

2. Lower initial cost and also lighter,

3. Does not require separate blowers for equipment cooling.

4. Simplicity of the ci~cuits makes trouble-shooting relatively

easy and keeps maintAnance skills to a minimum.

~vantages

1. More mainten . mce required for periodic replacement of switch contat::ts.

2. Ride quali ty may not be smooth, depending on the num!)er and arrange-

mcnt of re~is~allce notr.hes, a:1d larqe step current l.ihanqes may

agqravate wheel spin and slip.

l. At'celeration resistor grids Make the power consumption per car-mile

higher than the ch9Pper control .and Cjenerate heat.

4. Only rheostatic braking is practical, and as a result, more ~eat

is gent:'rated.
8-18
 3. Requires special interface apparatus when used with automatic

train control systems_

Chopper Control

Advantages

1. Provides superior smoothness of ride by providing a stepless control

of current and hence hlrqlle.

2. Easily adaptable to automatic train control.

3. Makes regenerative braking practical because responses are f~st

enough to continually match regenerated voltage to thp. line

volt;.ge (which is a measure of the receptivity of the Hne).

4. Reduced maintenance because the cam switch contacts ar.e eliminated.

5. Reduced power consumption during acceleration due to abgence of

resistor grids.

6. Reduced heat generation during acceleration, and also deceleration

if regenerative braking is used.

Dil!.i1.dvantages

1. Hisher initial cost mainly due to the ~dditional equipment required:

A line filt~r reactor, line filter capacitor, motor reactor, SCR and

2. Added components make the ~ontrol package !or the chopper ~ystem

approxim8tely 20% ',cuvier than the cam"controller equipment.

c
J. More r' _",fric.ll noise is genprated, increasing th~ po!:sibillty of

" signal intQrferonce "lith equipment for automatic train ope':ation

?r cab signalling.

4. Requires forced v~ntllation to cool the thyristors and '.Uodes.

S. Complexity of the chopper system and ita l091C circuit.~ requires

highly skilled maintenance personnel and more Rophist:icated tt:st

tnatrumentatlon.

8-1-9
BrRking Methods

Rheostatic Braking - The term rheostatic braking refers to the method of

slowing down a train by dissipating its kinetic en~rgy in a controlled manner.

The kinetic energy is converted to electrical energy which can be djs~ipated

in the form of heat by resistor losses. This is accomplished by reconnecting

the traction motors as generators in series with resistor gri~s. The generators

are driven by the motion of the train. The inherent draw-back in this method

of braking is that all the train kinetic energy in the train is converted to

heat. Some of the ki~etic energy is directly converted to heat due to

irretrievable losses from air friction and t11rbulence, mechanical friction of

bearings and gears, electrical windage and chopper losses, etc. The remainder

is released by the deceleration grids.

Regenerative Braking - A suitably equipped chopper-controlled train has

the pot.ential for feeding enezgy back into the line during braking. This

regenerated energy could be used to power on-board equipment as well as satisfy

the power needs of a train operating in the vicinity of the regeneratin0 train.

During t~ain operation, regeneration into the third rail is sometimes not possible

because of a third rail gap or the absence of a load being taken from the third

rail. In that event, the chopper control 10g5..-:: pro\ddes an almr::st instantaneous

~!Jift to rheostatic braking (use of on-board resistances in conjunction with

regeneration is termed "natural" regenerative braking). The control logic

continually tests the receptivity of the li.ne and if at a later time it

determines the line to be receptive, reg~nerat;_ve braking will be resumed.

Other methods have beEn proposed for handling the regenerated energy.

On~ feasible design consists of providing load banks at electrical subatations

to dissipate the flXCCSS electrical energy which could not be Ilbsorbed by other
8-20
trains. For this scheme, the heat. whic~ is generated by the "wayside resistors"

is released outside the subway system. Another scheme proposes recycling the

regenerated energy via OC to AC inverters to be fed-back to the utility fet:!ders,

anc yet another proposes storing the energy in a flywheel device making the

energy available for future use.

The amount of energy regenerated varies from one subway system to another.

Among the variables affecting regeneration are: track profile, train headway,

the type of traction motor used, t>lectrical distribution networJ~ circuitry,

and the type of regeneration scheme. Beca~se of the complex dependence on

various system parameters, the results obtained for a particular system cannot

be ~ersally applied. In addition, the sparse measured data available is not

always presented in a usable way. For example, measurements were taken on

eight Class C7 cars on the Stockholm Subway System during off peak periods.

The cars were equipped with chopper controlled, separately-excited D.C. traction

motors and natural regenerative braking. Regeneration was found to be around

25 perc~"t, the lowest value being 20 percent and the highest more than 30

perceat. The percentage of regeneration was defined as:

R = _Wr:=--_ x 100 percent

WTotal

whe~e W was the energy regenerated to the line during braking, and WTotal is
r
the totCi.l energy I;upplied from the line during the whole run without regen-

eration. Unfortunately, these results cannot be directly applied to the SES,

and sufficient information is not available for t~ansforming this ~ata to a

usable form.

For the sake of clarity, the following convention will be established for

determinin~ the percentage of regeneration during braking 8n~ is the input

required by the SES:

8-21
 Total Energy Regenerated
The Regenerative Effectiveness
Total Energy Av~ilab~e for Regeneration

where the total energy available for regeneration is the total mechanical energy

stored in the train (ki~etic plus potential energy relative to the stopping

point) minus all the losses.

It should be noted that this regenerative effectiveness pertains to a

particular train during a braking cycle and doe~ not reflect the total system

efficiency.

When running a SES simulation of an existing subway system with regenerative

capabilities the value of the regenerative effectiveness can be determined through

a field testing pro']ram. On the other hand, when evaluating a system which is

still in the preliminary design stage, the only recourse available is to gain

access to a computer program which simulates the current flow from a chopper

controlled train' with regenerative capabilitIes or to use very rough estimates.

A computer study has been made for the MARTA System by G.E. and vlestinghouse.

The study compared two reQenerating schemes, Natural Regeneration and Assured

Regeneration (wayside resistors) for a baseline system consisting of three subway

stations and their connecting tunnels. Each of the stations was identical and

the distances between stations were approximately 3800 ft. and 6300 ft. The

maximum train speed attained was 50 mph ard the maximum rates of acceleration

and deceleration were 3.0 mph/sec. The train comprised eight cars with each

car weighing SO tons. The results are given in Table 8.1.

Table 8.1
Regeneration Effectiveness

Headway (sec) Natural Regeneration Assured Regeneration

90 46\ 73\

150 47\ 75\

8-22
 The values given in Table 8.1 reflc,.:t the average of six values (2 per

station), one value for each direction. The use of an average effectiv~ness

in SES applications is justified by an examination of the overall thermal

behavior Qf the train/tunnel system. l~ real systems with natural regenera-

tive braking, the energy regenerated by succeo:;sive trains follow5ng the same
~-

route will vary because of unavoidable changes in the relative positioning of

decelerating and accelera::lng trains. In terms of veh.;. .... le heat release, this

variation in regenerated energy is reflected fir.st in an altered electrical

input to the on-board rheostatic brakes and R~bse:quently as heat release to

the subway air. The thermal time lag of both the rheostatic braking system

and the subway air temperature acts to smooth the effects of train-to-train

variations in regeneration e;'fectiveness. Hence, an average value for effec-

. tiveness will reflect the actual benefit of regeneration with reasonable

r accuracy.

In general, it can be stated that for a real system the regeneration

effectiveness should increase with shorter hcadways, since the probability of

having a favorable situation for regeneraticli (finding an accelerating train

in the vicinity of a regenerating train) is increased. The effecti"eness data

in Table 8.1 contradicts this generalization, showing a slight increase in

effectiveness with increased headway. This discrepancy is explained by the

limited number of relative train situations examined by the study and serves

to emphasize the stati3tical nature of average regeneration effectiveness.

Tractive Effort

The train acceleration is dependent upon the net tractive effort. The

net tractive effort is defined as the tractive effort available from the

train's propulsion motors minus the total drag on the vehicle. The total

8-23
r--- -

drag on the vehicle is a function of track grade and curvature, train speed,

air velocity relative to the train, and hlockage ratio. The tractive effort

which is available from the motors is a function of the performance charac-

teris~ics of the motors and motor control system which is used to propel the

train. The performance characteristics of the motor system can be obtained

from the manufacturer in graphic form. The procedure for converting this

data into a form which can be used by the SES program is outlined below.

The relationship of the t~ain speed, the motor tractive effort, and the

current drawn may be taken from the motor characteristic curve similar to

that shown in Figure 8.5. This curve, which is typical of most transit motor

curves, shows t,~ basic relRtionships: train speed versus motor current at a

given motor terminal voltage, and tractive effort versus motor current. The

curves mar:;:ed "mph" show the maximum current drawn by the motor as a function

of the train speed. Six mph curves are shown, labeled FSl through FS6, and

these correspond to six field strength settings for this motor. FSl shows the

relationship at the maximum field strength, which is used at low speeds, and FS6

shows the relationship at the minimum field strength, which is used at higher

speeds. The curves marked "tractive effort" show the trac~ive effort produced

by the mot-or as i:I function of motor current. The .;ix curves, nar:~ed FSl to

FS6 correspond to the six mph curves respectivnly.

The curves are interpreted by first choosing a train s~~ed ar1 entering the

graph at that speed and continuing across horizontally to the m?h curve fer

the proper field strength. From this point a cOl'responuing motol current can

be read from the scale on :he bottom of the graph. This is the maximum current

that would pass through the motor at the train speed when using the chosen

field strength. This motor current is what would be observed if the motor was

8-24

I
~ .... --

70
r=
60 3000

I.I'l
a
5L' 2500 :z
a
a..
0::
~
0
I l-
..
0::
dl
w 40 2000 0
~
~
=:! w
::i
w
2:
0 I-
u, 30 1500 u
lw
o_ ~
IJI f-

Z
«
0:: 20 fOOO
I-

10 500

04-------~------r_----~------~-------:~
o
0
100 300 4CO 5CO

MOTOR CURRENT, AMPERES

t FIGURE 8.5 TYPICAL TRAIN PROPUL.SION

i (HARACTERISTIC CURVES

l
8-25
 0 .....

-----~~-

connected directly to a power source of the rated vol rage. However, this

current could be reduced if an external resistance is ~laced in series with the

motor.

For a giv~n motor current the graph is entered at the bottom at that

current, and one continues up until the tractive effort curve for the proper

field strength is intersected. From this point the correspondincl tractive

effort can be read from the scale on the right. This is the tractive effort

that would be produced by that motor current, if a smaller motoT ~urrent were

used, a smaller tractive effort would be produced ac:cording to the relationship

shown on the graph. In summary, if no external current limiting resistances are

used, the graph iR entered at the left at a given train speed and the intersec-

tion with the mph curve of tJ-.e proper field strength dllcl1s the motor current

to be rc~ad fro:~ the scale at the bottom of the graph. This current is then

used with the tractive effort curve which corresponds to the proper field

strength to read the tractive effort from the scale on the rig!-.t side of t:he

graph. In a similar f.lanner the graph may be enterec'. wit), a motor current or

a tractive effort, and the corresponding values 01' the o':;l1c" paramete.r's can be

evaluated.

8.4 Develofing Motol. Inpu;;, Data

Cam Controller --

Figure 8.6 shews the propulsion mot.nr characteristic curv s of Figure 8.5

with the motor operation superimposed. Figure 8.7 demonstrates how a program

user would interpret Figure 8.6. The values of tractive effort, motor

current, and external resistance are plotted as a function ':If train speed,

which is the format used by the SES program.

8-26

l
•.. ~.c=~
 70 3500

60 3000

~
2500 z
50
aa..
0::
a ~
.
I 0::
'Vi-
W 40 ~OOO
0
l0.-
..J u..
W
::E
w
?-
c~ ~
u
w 30 1500
a.. ~
tI) ~

z
~ 20 1000
l-

I
I
I
10 I 500
I ,. ...
~.!..)
I
I
0
0
-, 100
I
2('()
I
300
I
400
I

500
I 0

MOTOR CURRENT /1 AMPERES

c) TAAIN SPEED \IS MOTOR CURRENT POINTS
o TRACTiVE EFFORT VS MOTOR CURRENT POINTS

FIGURE 8.6 - TYPICAL TRAIN PROPULSION

CHARACTERISTIC CURVES

8-27
 .~

--~-~~~~-~---~ ---~-

I- 3000
Q:
00::
It Ozoor.V
UJ 1-
o
UJ:::E
> '-.
t= \fl 1000
(.)00
<:(...J
0::
I-
O~--------~-------.---------r--------.---
o 20 4'0 6'0 ab
TRAIN SPEED 1 MPH

400 ---.-----®
CD 0

300

200

IGJ

O~--------~I---------rl---------.I- I
o 20 40 60 80
TRAIN SPEED, MPH

CD
0.4

0.2

0.0 -+----ll _ _~----..__­

o 20 40
TRAIN SPEED, MPH

FIGURE 8.1 - TYPICAL TRAIN PROPULSION MOTOR

CHARACTERISTIC CURVES

8-28

~=---=-=~: ---
 A motor current is chosen whi,,:;h will provide sufficient tractive effort

to propel the train without: overloading the motors (in this case 400 amperes

was chosen). The four motors are initially in series oonnection and a resistor

grid of suffioient resistance to limit the motor current to 40U amperes is in-

serted in the series ~ircuit. As the train speed incrE~ases an increasing

amounc of bacK-EMF i ~anerated by the motors. A back-EMF is a voltage which

is generated in a motor which opposes the dri".,ing voltage. As a result of this

increasing back-E~~ the series resistance must be reduced to maintain a constant

current through the motor. At the transition point (Point 1 on Figure 8.6 and

Figure 8.7) the ~otor connection is switched from series (Figure 8.2) to series-

parallel (Fig11re 8.3) and an external resista~ce is again inserted into the

circu.it to limit the current. through the motors. As the train speed continues

to increase. and the back-E~lF increases, the reuistancc is again rerluced to

maintain constant curlent throu~h the motors. At point 2 on Figures 8.6 and

8.7. the external resistance h&s been reduced to zero, and the next stage of

the cycle, field strength reduction, begins.

A reduction in field stren'1th in the motor reduces the back-EMF -""hleh is

generated in the motor and this serveS to al!ow a higher mo~or current at a

given speed. However a reduction in field strength also causes .. l."eduction

in the torque produced by the moto!:" for a given current. Field strengt!1

reduction is performed by a current limit control which reduces the field

strength one step when th~ motor currl!nt falls b~low a pre-determined value.

In a seric~ conneet~d D.C. motor the motor armature and field are connected in

series. Field streng:h reduction ic accomplished by connecting a resistance

in parallel with the field, thus shunting sc'rne of the current through the re-

~istance element and partially bypassing ehe field. Field strength reducti~n

is accompanied by a swing in the current through the motor. Howtver., the con-

8-29
trol mechanism is usua~ly adjusted such that the motOr' c~rrent varies equal

amounts below and :.bOve the design current, and the average current is Ilsually

equal to the design current. After fiel~ strength reduction is completed

(point 3 on Figure 8.6l, the motors are operating o.n the curves corresponding

to their minimum field strength setting. After this point no further external

control of the motor current and torque is performed and the motor output fol-

lows the motel" r),~rformance curve. During operation, according to the motor

performance curves, as the train speed increases the motor current decreases.

The decreasing motor current C<'luses a reduc..:tion in the torque outrut of the

motor. In this mallner the train would continue to acceleriite, with the train

resistance increasing and the motor torque dccreasir!g with increasing train

speed, until the balance speed is reached. The balanL"e spef'd is the speed at

which the torque available from the motor is equal to that reqt,ired to ovcrClJme

the train resistance and no Curthcr acceleration is possible.

Fig •.:.re ~3. 7 shows the the tract.lve effort, motor current, and external resis-

tance plotted as a function of train speed. This is the form in which the motor

data is used by the SES program. Five points are indicated on the plots and

th~$e points correspond to those indicated on Figur~ 8.6.

Cho~er Controlle~ --

The propulsion system of a rapid transit vehicle mUJt meet certain re-

quirements. Among them i~ the ability to develop high torque at low speeds.

It is also desirable to maintain the torque ~t a constant value to provide a

uniform rate of acceleration. Hence the propulsion requirements are the same

rcgardlc~s of the type of cort.roller used (chopper or cam). The function of

the controller is t~ bring the train up to base speed without overloading

the motors which, as previously noted, can be accomvlished by different

8-30
techniques (i.e. by inserting resistances in the motor circuit, or by modulating

the IIIOtor voltage). Hence the methods described ill the previous section for

obtaining the T.E. vs. speed and Motor current VB. Speed curve frcm the motor

performance curves also apply for a chopper controller. Obviously, thp. data

for the external resistances is omitted. The SES considers the chopper as a

"black box" operation, therefore, t.o simulate the effects of the chopper control,

additional data is required. This data includes the variation of line current

vs. train speed and the efficiency of the chopper unit. The chopper effi-

ciency n is defined as the ratio of the power output to the power input x

100\. Therefore, the chopper loss is:

Chopper Loss = Cl.O -~) x Eline x Iline

100

Representative values for chopper efficiencies vary from 94' - 98\,

..
Train Speed. Mph

Pigure 8.a Line Current vs. Train Speed

8-31
......._----
The line current varies linearly from zero speed up 'co b .... se speed.

(See f'igure 8.8.l This is caused by the linear variation of the chopper
t
time ratio (time ratio
on
t + tof!
) .
The voltage impc.sed across the
on
motors increases with increasirlg time ratio and the back EMF from the motors

increases linearly with speed. Therefore, to maintain a constant current

through the motors the voltage imposed on the motors must be increased

proportionally. 'l'he line current also increases beciluse of the .:;ransformer

E2 x 12
action:.>f t.he chopper (i. e. E x I = ). Beyond base speed, the line
n
current should be approximately twice the motor current, since the motors are

in parallel.

Tractive Effort Versus Train Spp.ed

This curve consists of three pori:ions: &. con,jtant portion, and two

hyperbolic portions. Tracrive effort is constant from zero train speed thro:1gh

point I to point 2. Field strength l-cduction begins at point 2 and ends at

poi,1t 3, and over this raD';e the tractive effort is assumed to vary hyper-

bolically with respect to train speed. Points 3, 4 and 5 are on the miniMum

field strength motor curves, which are approximated by a 2nd order hyperbola.

Point 3 is the point at whjch the minimum field strength curve intersects

the design curr~nt. <'oint 5 should correspond t.o a high train speed which

the train would not normally exceed, dnd point 4 would be an arbitr<·ry point

which is approximately equi-distant froin points 3 anci 5.

Th:.::> curve consists of two por.lions: a constant portion and a pulynomial

portion. 'r'he constant f.'Ortion of the curve extends from zero train speed to

the speed at which field strength reduction is completed (point J). The

actual current through the n'otors is constant at the dcsigl' value from zero

to point 2, but may fluctuate above and below the design value during the field

atrength reduction, fran point 2 to point 3. If present, these fluctuations

8-32 -~
~ "
are approximately equal above and below the design I' .... rrent so that the current

ma.y be considered constant through th;!;' phase of the train operation. Once th'~

minimum field strength is reClched the motor Cllrrent begins to decrease with in-

creasing tT~.i.n speen. Points 4 and 5 define this portion of the curve. In this

case the points on the curve are used to define the motor current versus speed

relationship. It should be understood that thee,a points are at eXdctly the same

speeds, and are actually the same points as th()se used in defining the tractive

effort versus speed relationship.

Line CUrrent Versus Train Speed

The line current versus train speed ralationship for a chopp~r controlled

train is approximated by a CUrv8 which consists of three portions: a linear

portion. a ronstant porUon and a polynr)mial portion. The lir.car portion

extend,-; from zero train speed t.o the ri')ced at which fiela strength reduction

begills (point.. 2). The current is held at nearly a constant value t.Tltil field

reduction is completed (point 3). Once the mini.T.um field ~t.reng':.h it; reached,

the line current bt~gins to decreaEe with increasing train speed. POi;l~S 4 and

5 define this poction of the curve. Actually, po.i.nt$ 2 through 5 corresvond to

twico the valu~~s entered for the motor current curve.

The motor l'0rfoTmill1ce cl.aracteristics arE' described to the SES program by

specifying the .!-rain s~cd, !r~t:tiv~ effort and In':>tor ~~:lt which correspond

to certain critical points on the me·tor charactcri~tic curves. Each point

consists of a sot of three corresIJoliding readings, one from each f>calo on the

motor curves (sea Figure 8.6). Four points Blust be specified on Input Form SlF:

First. The speed at which field strength reduction begins--this is the

point where the starting current line .intersects the maximum

field strength train speod curve (llOir.t 2 on Figure 8.6).

8-33
 Second. The speed at which field strength reduction is completed--this

is the point where the starting current line intersects the min-

imum field strength train speed curve (point 3 on Figure 8.6).

Third TWo points that c 'lsed to define the minimum field strength
&
l"ourth. curve. (This curVE J.;~ actually d<=fined by three points: points

3, 4, and 5 on Figure 8.6). The fourth point should be at a speed

'"hich the train is not eXpE'cted to exceed, and it is used to fix

the upper region of the curve. The third point is used to fix

the midpoint of the curve and it should be approximately midwa~'

between the second and fourth points.

For each of the four points the current through each motor and the tractive

effort produced by that motor must be entereJ. The motor current is read from

the bottom scale on 8.6. The corresponding tractive ~ffort is obtained by using

the motor current and the tractive effort curve of the proper field strength to

read th'2 tractive effort produced by tne motor from the Scale on the right of

Figure 8.6 •

.8.6 Enterinq_ C:hopper Characteristics (Input Form 9G)

The Gimulation of a chopper-controlled train requires the line current to

be specified as a fun tion of tra~n speed. The line current VB. speed relationship

is determined vy five poi~ts. The first point corresponds to zero train speed and

the remaining four points correspond to the speeds entered on Input Form 9F (see

Section 8.5). The value of the line current at zero train speed can be ca".. culated

from the relation:

Where: line current, amps

IA = motor acc~lerating current, amps

8-34

~-
 1

RM the armature and motor field resistance, ol~s

EL line voltage

n chopper efficiency

The value of the cU.,:rent corresponding to the remaining speeds, is

entered as twice the value of the corresponding motor current entered on input

form 9F.

The user has t.he option of entering two \·alues for the chopper efficiency.

The first value entered will apply for train speeds ranging from zero to Ul.

The second value entered will apply for speeds greater than Ul. The speed Ul

is entered as miles per hour. If the user wishes to specify only one effi'-

ciency, he must enter a number for Ul greater than the maximum speed reached

by the train during the simulation.

The user must enter a value for thE: regenerative braking effectiveness.

If dynamic (rheostatic) braking is called for, ZERO (0.0) must be entered for
the regeneration effectiveness.

8.7 :external Resistance v(>rsus Train Speed (Input Form 9H)

This curve consists of two portions, both of which are linear with respect

to train speed but are separated by a discontir.uity. The two portions may

have different slopes. The ini.tial value at zero train speed is th~ value

of the acceleration grid r~sist.ance which is in the circuit when the train

~tarts from rest. This external resistance is decrea1ed in steps until its

value is zero at H.e transition speed (point 1). For thE' rtrpo .,5 of the

simulation, each individual step i& ignored and this decrease in resistance

is conSidered to be linear with respect to train speed.

At the transition speed (point I), the motor circuit is switched from

series to series-parallel connection. The acceleration resistor grids are

8-35
r
i.-
~
again inserted into the circuit and their resistance is reduced in steps until

their resistance is zero at point 2 where field strength reduction hegins.

This reduction is also approximated by a linear relationship with speed from

point 1 to point 2.
t
t
~-- It should be noted that all values o~ the resistances must be given as

ohms ~~tor, and do not include all resistances for the ent~re circuit.

This resistal1ce is used with the current per motor in computing the electrical

power which is converted to heat during the train acceleration (using the

fo~_~la P ~ I 2R). The power lost per motor is then multjplied by the number

of ~otors per car to get the power lost per car, and ~his is multiplied by the

n~er of powered cars in the train to get the power lost in the entire train.

In addition to the two acceleration resistance values, one at zero train

speed and the other just after transition, the value of the electrical reuis-

taI1C,;, which i.s always in the motor c:i rcuit is required. This is the resistance

of the motor armature and field, motor brushes, relay switches and wiring

aboard the car. The largest contributor to this value is the motor armature

and field resistance, with a typical value of 0.05 ohms. This constant re-

sistance is added to the external resistance and remains in the circuit even

after the external resistance is removed. Both the internal and the external

resistance are used in comp~ting R, the total resistance per motor which is used

in t~e power loss.

For a cam-controlled train the user must enter two resistance spe~~s.

The first is the speed at which transition from series to series parallel motor

r.ir~itry occurs, and the second is the speed at which the external resistance

is reduced to zero (this corresponds to point 2 on Figure 8.6). Three values

of ::-esi,t.ances are also required, the first is the value of the external re-

8-36
t~
•
sistance in the motor circuit at zero train speed, and the second is the value

of the external resistance in the motor circuit immediately after transition

to series parallel has occurred {this corresponds to the first resistance speed

above}. The third resistance is the internal resistance of the motor armature

and field. This resistance remains in the circuit tlrroughout the remainder of

the acceleration cycle. If a chopper controlled train is being simulated, the

us~r mus~ enter ZERO (O.O) for the two external resistances and the two r~sistance

SpeeG2. However, the mo~or field and armature resistance must still be entered.

The user must pruvide n~tor performance data that is supplied by the manu-

facturer. Sometime~; this data is nOL useful in the form in which it is presented

by the manufacturer, but must be adjusted to the appropriate wheel diamp.ter. crear

ratio, or supply '1O.1.tuge. The datit is adjusted by the ratio of the wheel

diameter supplied \·rith the Iniirlufactm:er's data to the actual wLeel diameter of

the v~, the ratio of the gear ratio (to 1) supplied with the manufacturer's

data to the actual gear ratio (to 1) of vehicle and the ratio of the supply

voltage given with manufacturer's data to the actual supply voltaqe at which

vehicle cperatcs. These items are entered on Input Form 9E, and the ratio3

of these numbers are used to adjust the train speed and trac~ive effort which

arc entered on I"lput Form 9F anCl the ~stance speeds which are entered on Input

Form 9H. If the manufacturer's data and vehicle data are the same for an item,

the same value should be entered for both the manufactuter's data and the vehicle

data and the resulting adjustment ratio will be I to 1.

B.d Acceleration and Deceleration Characteristics (Input Form 9I~

When the train is in an acceleration mode the motors are producing the

maximum tractive effort that they are capable of producing. The train accelera-

tion rate is proportional to the net tractive effort {the tractive effort

8-37
produced by the motors minus the train resistance). The train ret:istance due

to mechanical friction and tr"'ick curvatu,re always opposes the movement of the

train, but the air drag and grade resistance may act to oppose or help the

train movement. The algebraic sign of the air drag is dependent upon He air

velocity relative to the train and the sign of the grade resistance is dcpen-

dent upon whether the train is going uphill or downhill.

The maximum acceleration r.ate at which a train would accelerate is fre-

quently limited by the train manufacturer in the interest of passenger comfort.

This limit is built into the motor control system. The user of the SES program

must specify the maximurr allo ...!able train acceleration rate, and '~his number

will not be exceeded Juring '::he s:'J~t,la\:ion.

The above rr,a::imurn allowable acceleration and d;:?ce12ration rates do not

apply when tbe train is coasting" In a similar manner, a maximum normc> 1

deceleration rate is d,~termined by the manufacturer based upon passenger comfort

consjderations, and incorporated into the motor control system. This is the

maximum braking rate that ~Iould not be exceeded in normal service, however,

the train is usually capable of a higher braking rate for use in emerger,cy situa-

tions.

Most subway trains use the propulsion motors for braking; during braking

'the propulsion motors are used ns generators, converting the kinetic energy of

the vehicle into electrical energy. This electrical energy is then dissipated

in the deceleration resistor grid which is located beneath the car. The use

of the propulsion motors as g~nerators of electrical power cau~es a drag on the

vehicle which acts as a braking force to slow the train. This method of brakinq

is known as dynamic braking.

8-38
 The dynrunic braking system is usually capable of slowing the train at the

normal braking rate, which is about 3.0 mph/sec. in the moderate speed ranee, but

i t cannot maintain this rate at lml speeds (below around 15 mph) or at high speeds

(above Ftround 50 mph, depending upon the clJD,racle.l'istics of the particular car).

The voltage produced by a D.C. motor/generator is dependent upon its speed of

rotation and this energy outpu~ is not sufficient to maintain the normal braking

rate below approximately 15 mph. When this occurs the friction braking system,

which works with compressed air, is automatically activated by the train control

s:r stem to maLltain the desired braking rate.

At highe:c speeds the normal braking rate also can not be maintained, but

for the opposite reason. T~e rate at which kinetic energy must be :cemoved from

the vehicle to maintain a constant braking rate increases as the train speed

increase~. At high train speeds the prGpulsion system cannot convert and

dissipate the energy at the rate r8quired to maintain the norma) braking rate
~
wi thout suffering an ov~rload and pOG S; bJ e drullage. To prevent thi s the nor-

mal braking rate is reduced at hie}'er speeds. The amount of reduction cf the

deceleration rate is usually a function of the train speed.

The normal deceleration rate curve which is used by the SES nrogram is

shown in FigulC 8.6. It consists of two parts: a constant portion and a portion

Which decreases line~rly with increasing train speed. The speed above Which

the train can no longer maintain the de~ir~d deceleration rate is shown as VI.

The normal deceler~tion rate from VI mph to 0 is shown as Dl an1 this is the

desired decelerati)n rate which can be maintained up to speeJ VI. Above thiR

speed the deceleration rate decreases, with the normal deceleration rate at

speed V2 occurring at speed V2. Speed V2 munL be greater than speed VI.
and the normal deceleration rntf> at sp'2ed '12 :nust be less than the normnl
dcceleration rate at speed VI.

8-39

i
1
 DI+----~
I : '"
~. pz.1
~
~, '
"
- - - - - - - - i - - - -- -,---4---------
o ~ ~
7F/1I'; ',',":D

'" tJ
:1. 1-

8-40 ,
 ~esistor Grid Data (Form Jill.

Th~ dynamic br~ing system of a rapid transit vehicle is used to

decelerate the vehicle when it is operating at speeds gre,.ter than about

15 mph. with the change in the kinetic enercy of the vehicle being converted

into thermal energy in resistor grids mounted under the vehicle. This

thermal enereY is released in turn to the subway environment and represents

the maj)r source of' heat in a subway system. The conventi'-'nnl resistor

grid is a collection of electrical resistance elements in the form of

metallic coile or tubes which are arranged in banks located beneath the

vehicle. The erid elements have a high surface to mass ratio to facilitate

heat dispersal. A set of Grids in the proruJ sion system (accelerDtioll

grids) are primarily used to control the current passing through the

propl<:L.sion motors during acceleration. In cam controlled vehicles, re-

sist~r grids are nn integral part of both the propulsion a.nd dynamic bral::ing

systems, but in a thyrj t'tor (cr,opper )controlled vehicle they arc found only

in tte dynamic braking system.

The SES program has the capability of computing the instar,taneous

magnitude and locntion of heat rejected by the resistor grids of subway

trains operating 1.1 a given system, accounting for the thermal inertia of

the Crid n:ass. The progrru:J computations for a given train in the system

are based on the following assumptions: (1) Each powered car of a cam-

controlled subway train he.s two disti net sets of resistor grids, accclera-

tion and dcceleration, (2) Each powered car of n chopper-controlled train

only har; deceleration resistor grids and the hent released during acceleration

will be instantaneous. (3) The acceleration resistor grids in all cars of a

train type are alike, (4) The deceleration resistor grids in all cars of a

tra:l.n type are alike.

t
.~
8-41
 As a consequence of the above assumptions, the program comp\'.t"!s the

instantaneous grid average temperatures and heat rejection rates for one

:pair of accelerption (if any) and deceleration c;rids and uses these va]'les

for the remainine grids on the train.

Input ReQuirerr.cnts

The pro(;rrun user is required to supply t.lle program "ith information

"hich dencribes the physicE'.J. characteristics of a train's acceleration and

deceleration gridr, These include the mass, specific h~at, emissivity,

effective diameter, effective convective surface area and effective radia-

tive surface ar<:a of both grids for each type oi' trOoin to be sill;ul?ted.

The yalue used for the tot'1-} weicht of resistance element.s rer car

represents the nJass of all the resistor e;rid clements which actually resist

current flow ~n the grid oj rcuit, but excludes the wei~ht of any of the

supporting structure. The weiGht of the supportinG frame and even the

cerami c sUIJPorts within ea.ch resistance element are not inclL,ded in the!

weieht entry. Typically, the weight of' a. indivjdual resistance element

may be on the order of 5 to 10 pounds. whil e the total we:i.ght of resi s-

tance elements per car. for the braking redstor grid will be on the order

of 300 to 400 pounds. If the grid mass is entered us zero, Grid thermal

inertia calculations are omitted and the en(~rgy which would normlilly

enter the grid is instantaneously ~e]cnsej to the tunnel air. (Note:

Since a chopper-cvnt~olled trs.in does not require accej ('ration grid!".>, their

mass must be entered as zero.)

The erfedive d.4 a.meter of an element reprenents the cheracteristic

8-42

~=-
 .-~

length dimension of a resistop.grid element.

For the circular cross-sectional type of grid element, the ~f1'ective

diameter is simply the diameter 01' the outer sur1'ace of the element

(see Figure 8.7). For a grid with rectangular cross-section, the

effective diameter is ~qual to the hydraulic diameter of the cross-

section.

The effective surface area for convection of a grid is the sum of the

effective surface areas of the individual grid ~lements. For the circular

cross·,eectional tYTJe of grid clement, this area is defined a', t.he

cylindrical surface ar"!"t at. the outer surface of the eJ r ... C'.1t (see Figure 8.7).

For a grid element with rectangular cross-sect::..)!", this area is :ief'ined

as t.he area enclo:3inf, the elelli'-'pc. at it<; outer surface, not including it.s

o end.

The ~ffect.ive surface area for radiation of a grid may be approximated

by considering a resistor grid to be enclosed in an imaginary rectangular

box (see Figure 8.8). Since the projected surface area of the grid is

essentially equal to the prOjected surface area of the box as seen from

~y poirot outside the grid, the surf~ces of the box can be considered

as the effective radiating surfaces of the grid. The shape factor of

the box with respect to its surroundinr;s is equal to 1. Therefore, the

effective radiative suri'£l.ct! area of the grid is equnl to the sum of the

surface areas of the box.

'The values used for the nmir-;sivHy of_the resistance elemNlt surface

and the specific h~at of the resistance element material should be evalu-

ated at the average operating l.emp . . rature of the grid. If tId G t.emperature

io not MOWjl, the user should assume the decelera.tion grids to be ope rat ill g

8-43

-=;::.=~-=-=--=--
~------~~-~-~-------
---

-------1!

£FFEC TlvE: /.;Cd.E,c.]

TI V £
t." p r. E C 0; lIN.

--- --------.--~--- - - - - -.. -.. -.---.-- .--_.-l

.f.. F/Ee Ti',/E - --

.','" . :.. I.
,.J , r ....,
. , -'

.-..--; '".., ' :

~.~
(
j/"
t ~;r
r;
v. I
'""7
,_ ...... '-., .".-
,
• --
~

~~' . . . .
, .c:./\
__ I
\ j,, .". 'I ...........\
;- \ I \~ L.)
.. - I ,....- \ 4 - \, .,..-
.- I l_" ~ ,'.' I
I..- ' - 1-_ I V I L. I '.j I

8-44
~----=,---------~ -- n --3
 -~:-~-~=.---<

~2"~=~-~~~- ~

8-45
 in the temperature ranges of 500°- 10CCoF and the acceleration grids

in the range of 20Co- 4CCoF.

The program user must supply an initial grid temperature for each

+-ype. The grlds are assigned these temperatures at the time the

trains are dispatched onto their respective routes. If this initial

grid temperature is entered as zero (C.), the grid is initialized at

ambient temperature.

User SugGestions. Studies with ~he SES program indicate that heat

released from train resistor erids nt a given location in a subway is

very much dependent on the ;!istory of train operation up to that location.

The temperat.ure history of deceleration grids (initialized at ambient

temperature) as a train travcrs:;:s a s;vstem shows that the resistor

o grid temperature bu~lds up or cascades over several station stops,

eventually leveling out to a repetjtive cyclic pattern as the train

continues throuGh the system. The result is that a substantial portion

of the kinetic energy dissipated during braking is retained by the

resistor grid as stored thermal energy after the first station Rtop,

but after several such stope the heat released from the grid du~ing a

train travel-dwell cycle approach~s the ~1netic 0ncr~ dissipated during

braking. When the latter occurs, the grids are said to be operating in

a state of therr,lal equilibrium; thnt is, the averaee temperature profile

of the grid becomes repetitive froln station to station. The grid

thermal inertIa phenomenon is illustrated graphically by Figure 8.9.

which uhows a typical 8ES-computed cascading of resistor grid heat

release as a train undergoes several successive travel-dwell cycles.

8-46
 '.,,~ .
- .... -.--.. ---------.---.-.---...--.-.---------~~-----------.

t---lL

~iI
I .- -
.-. .'I
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..... .'
f
..
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L~'
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--..
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,r

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i j
~--.---------.-.-.-- --------------'
,JlJ
<2 5 I . ,
j
I

__________________.__.__ _ . _____ -____.~. __ .__ J --=-=--- --'tiS!

 The ability to simulate deceleration resistor grid thermal inertia

is one of the most important capabilities that the SES progl'am provides

the us~~ (in view of the potential impact of resistor heat release rate

and locati~~ OL system temperatures and heat loads). The erid initial

temperature entry on Input Form 9C is also one of the more critical

input parameters: if the user inadvertently initializes the resistors

at ambient temperat~re in a simulation where the resistors should be

operatin6 neal' thermal equilibrium, a substantial underestimatlon of

system temperatures and/or heat loads will result. Because of the

importance of this entry, a procedure for estimaUng the appropriate

resistor initial temperature for any SES simulation has been formulated

and is presented in Apfendix F.

8.9 Initialization of System with 'I'rains jn Operation. (Input Form lQ.L

Thc SES program user might wish to initialize a system with trains

in operation for one o~·two reasons: to re-start a simUlation which has

been IJartially completed, pr to shorten the "run-up" time of a new

•
simujl.ation. The "run-up" time is the time required for a SJ< stem to reach aero-

dynamic !lnd tbermndynarnic stabilizl:l.tion. '['his occur~ when ",11 result.s, both

a~.onynamic and thermodynamic, repeat over a time interval which is known

as the "svstem period". The sy:;tem period is usually equaJ to the train

headway. or if trains are opf'rating at different headway:; on diffe:rent routes,

it 1s equnl to the smallest time interval into which all of the train hcad-

ways 81'C evenly di vi si ble.

Durin~ a simulation trains are disp~tched onto the various routes

according to the dispatching schedule which 1:. defined by the user, 'l'he trains

are pla.ced into operation at the origi n of operations of their designated route

with a tra.in speed of zero mph, They then begin to accel"!rate and trnvel

8-48
along their route. The length of time that it takes the train

to pass completely through the system and exit the other end is

based upon the route length, speed limits, number of stops and

their dwell time, as well as other factors. In large systems

where the route is long, this travel time may be significant.

Since most us<.>rs are interested in the airflows, te,mperatures,

and humidities in the system after it has reached aerodynamic and

thermodynamic stabilization. the results during this run-up

period often are of little interest.

The time ::-equired f('lr a particular system to run-up to

stabUj zation eM usually be short'?ned by initializjng the

system "Ii th opcratj onal trains spaced throuChout tbe system.

These trair,s should be in the same location and travelling at

the same r:peed 8S if they I-Iere displltched from their scheduling

origin. 'l'his data on train 10catioL and speed can be taken

from a detailed or abbreviated print of the status of the system

a.t a time which is an even multiple of the headwllY. or if different

hcadw&ys are bein~ used. an even muJt1ple of the syst~1a

repetition cycle time. 'rhe first s:lmulation of a system would

be performed either without initielized trains or with t.rains

in positions Which are estirr,ated by the user. The train positions

and Dpeeds which are computed in the fh'st simUlation can then be

8-49
 used for initializing the trains in the second and subsequent

simulations.

8-50
 8.11 Explicit Train Performance Option (Input Form 8E)

The explicit train perforw~nce optiun allows th~ user to Hpecify

the travel profile which the train is to follow as it mov~s alon£; its

rout~. This travel profile is specified by means of a train speed

versus time relationship. Th:is speed versus time relationship, or

table, is defined for each route, with all trains obne:'ving the

speed-time profile for the route on which they are operatine.

There are two options available when using explicit train pcrfor-

mance: train heat rejection computed by the SES program (train

performance Option 2), and train heat rejection profile input to

the profjram by the user (train performance Option 3).

Train Performance Option 2. "Then ucinc; cxplj.ci t train performance

with heat rejection computed by the program (trajn pe~·formance Option

2), -t;,".e train follows the train speed versu's time profile which is

specified by the user. If the train is accelerating or running at

constant speed, the tractive effort required to overcome the tre.in

resi~tance and produce the specified acceleration is computed and

"supplied" by the motors. From this tractive effort the motor

current is computed by using the motor current versus tractive

effort curve which is defined in the train data. This motor

current 1s used w1th the appropriate value of the external (if any)

and internal moter circuit resistance to compute the rate of power

loss in the acceleration grids (if any). If no acceleration grids

are present, the motor current is used with the internal motor

resistance to compute the equivalent amount of heat generated and

the heat is released instantaneously. Durine periods of braking, the

rate of power dissipation in the deceleration grid is equal to the net

change of ~inctic and potential energy of the train. When usine train

8-51
perfor:m~Ulce Ortion 2, the user must cOOlplete all the train data fOl"mS

up to, and including the motor characteristic!s data. However, the

form describing the maximum acceleration rnte ~~d normal deceleration

rate curve should be skipped, since this data is not used by the

progr8Jll (refer to Tables 6.1 and 6.2).

The speed-time profile consists of a table of times ani

cor~esponding train speeds. The time, which is entered in seconds,

is t.he nimulation time which has elapsed :;ince the train was dispatched

onto i t.s route. Tlle time must be entered with each s'lbsequent time

greater than or equal to the previous tir!J.e, !lJld the values may be

given as cornbinatior'1 of whole and deeim"'l fractions of a second.

The number of' speed·-tinlt? Pll,file lloints identif'ies the number of'

poink' +J-.:\t \dll COlJiPOS':' thi:; t.ublr

Example 8. ~,. Figure B.1 0 shows a typical train speed versus time profil t? for a

station-to-t·tation run. This figure shows a plot of train speed

against the Ejmulution time which has elapsed since the train W!?S

dispatched onto its route. Also shown is a tabular representation of

the same data, which is in the form the user would use to enter the

speed-time profile into the pl'ogr!illl. The area under the speed time

pl0t is the disttUlCC traveled by the train, and the distance between

stops should corr,~£pond to the etation-to-station distance.

The program performs a linear interpolation between the points of

the specd-Ume pr0i'ile which nre specified by the user. The user may

specify gradual ch~lges in acceleration by specifying many points

spaced close tOtjether. or he may use fewer points to approximate the

curve, but a curve wjth fewer points would hpve more abrupt changes in the train

B-52 ;
I
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lO

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0 +---t----r-----.--~---,._--1O_'..__-.__r--~ .. -__,_--_r_--.__-~-
0 30 50 /(0 ilCI 120

T/MF
a.OD C'O
'/,00 '':"1. (I
20, DO

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50. DC 20. Q

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/ZO. CQ

8-53
 acccler3tio~ reprrscnted by the slope of the line of a speed

versus time plot. The area under this curve, which is the

distance tr8l'eILea by the train, can be found using a trapezojdal

integration method.

Trains are dispntched onto the route at the schedu].ing origil'!.

The first point of the speed-time profile must be at time zero (0.0).
The train is dispatched onto the route at the speed which corresponc.s

to a time of zero on the speed-time profile. Trains are removed

from operation ,,-hen th(' front of the train goes beyond the forward

end of the last trac}; :'<'etion. The location of the sch',duJing origin

plus thc distance traveled by the train during the length of the

speed-time profile shc'uld be not more than 50 feet less. end preferably

longer t"fin the lencth of the track sections which huve been defined

for the route. To pl'l'Y<'nt a jrun-up of trains at the end of the route

the speed-tit~e profiJ.e' :5 c;sua11y al'ran£cd so that the trains run out

past the last track ~C',': ion at a rec.sonable operatine ~peed.

Train Perfonnance Optj~. Train performance Option :3 would be used

when the speed-time pr,'rile and heat rejection--time profile are known

to the user prior to t~~ S£S simulation. This information may be taken from

either the manufactur.,:-' s p:;tlmatcs, .. separate computer analysis of the

train performance charJ:teristics by using another computer program, or,

if the system is opcr~:!onal, from measurements taken aboard operating

trains.

8-54
 Tile rates of pO,Ter into the acceleration and deceJer£l.tion resictor

Grids are specified by the ,",ser as time dependent functions. The units

8:':"C kilowatts per train a.nd this power is dividecl equally among the

appropriate type of resistor grids which are located beneath each

powered car. The rate of power dissipation into the resistor grids

is given as a time dependent function Which is combined with the speed-

time profile. The combined speed and power dissipation profile has

for each point in time a value for train speed and rate of pO'o. . cr j nto

the deceleration grid. As in the speed-tine table in train IJcrforrnance

Option 2, the times are entered in ceconds vith each subseqw::nt time

equal to, or greater than the prevjous time. These times are the

simulation time which has elapsed since an individual train has been

dispatched onto its route. As ,lith the train cpeed, the program

performs a linear interpolation to ~ind rates of power dissipation

between the point s which are sped fi. cd by the user.

A sample heat release profile for a cam-controlled train is sho,,"'!l

graphically and in tabular form in Figure 8.11. This heat release

profile, which provides rrpresentative values, corresponds to the

speed-time profile which is shown in Figure 8.10. The characteristic

peaks in the acceleration power dissipation, which occur between zero

and 10 seconds, are caused by the insertion and removal of the accelera-

tion resiFtor grids from the motor circuit to li~it tr.e current through

the motors. The sharp pee.k in the deceleration I'ower dissipation, which

occurs from 44 to 57 seconds, is ~aused by the train braking to a stop

from 35 mph.

8-55

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8-56 -f
-----------d.
 The tA.bular data shorTing the train speed, acceleration power

loss, ar,cl deceleration power loss versus time is listed in Figure 8.11.

The!e data all:! in a form that would be used as input to the SES

program for train performance Option 3. Slnce this data relates three

dependent variables to one independent variable (time), one data point

is required to show characteristic points in an:,! of the three curves.

However for each point a correct value must be given for all three

curves. The progrrun performs a linear interpolation between tne

data points which ar\:. supplied by the user. A step function, which
is n rapid chane;e over a very short tir.;? interval, can be simulated

by supplying tyro points at the srune instant of time. The first point

would be the value juut prior to the step fill-Jction and the second

point would be the vc:lue just after the utep. An example of this is

shown in Ficure R.ll at 85 second3. At this time tjw traction power

is shut off, a.nd the train coasts for 10 seconds. The first point at

85 seconds, which defines the curve from. 84 to 85 seconds, has an

acceleration po\{cr loss of 2500 kilowatts. TIle second point at

C5 seconds l wh~ch defines the curve from 85 to 95 seconds. has a

value of 0 kilowatts. These two points act together to produce

an abrupt change in the acceleration power loss at 85 seconds.

Train speed is a smoot.h function, and its rate of chnnge with rcsI,,:,~t

to time is the acceleration. The user Must be sure that the speed-

time pr.ofile whic~ he supplies to the progrnm does not contain rapid

chfJnges in train sl,ced that ....oulll exceed the acceleration cllpobili ties

,;,f the train.

The acceleration and deceleration power 103s which is

specified by the user when uoin[; train performance Option 3. can

be l"£·leased to the Hir directly or throuc;h thc rCflistor grid time

=--=====-=-=--=----=-~- --- -
dela,y mecharUfllIl. The direct release of this heat into the air is
_~ ~c:~='==c=== '1.
 -,-~

-------~==o;;i

known a~ instantaneous heat r~lease. 'Phi::; meehan:i sm is used

if the user specifies a resistor mass of zero. Both the acceleration and

deceleration resistor grid may be simulated or bypassed iuJepenclently.

8-59

,
.... ZS
 ------ ~

1. "Aerodynamics of Hich-Speed Train," T. H::..ra, l,~. Kawaguti,

G. Fukuchi, A. Yam~lnloto, 1968. ("High Speeds Symposium," Viemla 1968).

2. Eoerner, S.F., "Fluid Dynru'lic Dn.G," }'ublished by author,

Bric'ktown, H.J., 1965.

3. "Modell Untersuchungen Uber D~s 'vlidcr::;tandsverhalten Von Zugen

In Ein- unu Zweie;lei Gigen 'runnels Del' M,mchne~'T ll-Bahn," ("Hodel

'I'ests of 'l'rain Air Resj stance> :in Sincle and. Double Tl'lJek ']'unnels

in the 1.1tmich Subwc!Ys"), R. Frimber13er, E. Lukas, October 1969.

4. Associated Enginecr~; Report Ho. U;·1TA-DC-06-o010-73-3. "Aerodynamic

and ThermodYllamic Val itlati on Test n in B'!rl:clC'y Hi lIn 'l'unIJel .• " Prepared

by Associated Enr;lnpers/A Joint Venture for 11Ili ted Stdp.G Department

of Transportation.

8-59
 9. SES FROGRAM OFTIONS

The SES program provides the user with many options which control

the extent and 1f.2-nncr in which 11 system is to be simulated. Other op-

ti.:ms control the mann(~r in which the results are prerented and which

re8ults are eiV(o:l. Still other op"Lions concerning what is to be sir.lUlated

are depcndl'mt upon tilE dAta provided to the prolSI'am.

9.1 TClnT!(':rat,u'(; and Humidity Jhnulation Ontion (Input Form le)

'J'hf' tE'r.'lper,'.t,J.;j"·.;"1nd ::'..!r.dd1 ty simulation option cont.rols whether a

slmuJ.ati()n of the tempe l'atures and hUI:li·, i ti c!s wi 't,:d n the system j s to be

pcrrorm~~cl, una. jr so, the l.:;vel of detail at which the ca.lculaticns are

2l:.!:..~.!:!....~_~ .. ?,;.;. '1'1·js optlo;1 i:] us"'!! wh':'l1 the user wi~hes to si!r.ula':.(;

the :v':;';)U;:1<~:1L', but nc't the "hcn:lr;~J~ju....lic, pl:cnCJ;~en'l. within a ~:rste:r..

WhC~l t),e tlf,,,,r ifO D')t (~l'nel!rnc:d \.lith U:c t<:F.lpcrabrres and humidities ocr)Jrrinr:

Ttdr. r,:;'/1 n/,:t, may be os muchJ.s 1/4 or 1/3 of the c:)st or the sir.1ulatior;.

Q£!:,;'i.·.,n 1 - Ye,;. 'fhls optio:J instru<.:ts the r,F~; progrrltn to perfor!!l H,e

thcrrr.orlynami, pOl'ticn of tile :;hl'.llfttior.. Th~ thE'rlm.:dyml::-.ic fortior. I,r

oration of moisture from the wall surfaces and calculation of the amour.t

of heat generated by th(! viscow; friction between the nir and the wall

surfaces. The inclusicJ!1 of thc[;c ndd:i.t'i.onal computations ,rill slightly

increase the computer cnGt of' the simulation. In most systems these ter.ns

are small in maeni tude o..'1d "an usually b~ ienored.

9.2 Env1ronrr,enta:'. Control Load ?~valnation ODtion (Innut let

'l'he environm'Jntal control Joad evaluation consist.s of a heat sink

analysis for the ~Jo:"ti:Jn3 of the systC!:J t,lat are pluce..! in "uncontroll.~1"

zones. and a ilelldr'/i or coolinl.~ 10flr'i estimate for the portions of t}O~ sys-

teD! whi ch are in It controlled II Z[,;]CS, The C'.nvirof.:':lentul c antrol load (, ",-al-

j 5 net I'J,ppliC[1Ll~ und 'm elJviror'l:J p ntul control Joacl eva~uation rnaJ" n.)t

b~ perfo!'ne:l.

cont.rol load evaluation is not to be performed for this simulntion. '!11f

addi tioIJa1 input data is not l''''quil'ed. Ft,nd the user mU'3t not £,'I-:-d ry a

swnmary option of II (parform cn'/ironr.:ental control load ev::W.uatioll) i1'. the

Print Cont.rol ,Ju.ta on Input r'orm 1,'.

evs.lus.t..1on ..auld be p~rful'mu\i for chhLi' l:ivrnini! or evoning ruch heW", C4G-

pending upon what W3S entered ~u

load evaluation is l'cqlli ~.:d ror an Otf-holll' (neah~r r.• ornir.t, n:-... '-'Y9:,h-,g l".;.r;h
wall surface temperature based upon the exch~,nce of heat wi til the surround-

ing soil, but the wall surface tempera~ures which were input by the user

remain unchanged throughout tile simulation.

9.3 Heat 2in~ S'lmmary Print Option (Input Form Ie)

The heat sin;;: suni:ma.ry print opt.ion centrale the printine of special

averages which are taken during the sun@ary interval for use by the heat
'I
sink analysis. These averages consist of average rates of energy flol. in

each direction, heat transfer coefficient, tcmperatu::-e, humidity, etc. for

(;a~h sub segment ill "he system. They mu";t be computed for use ty the: heat

sink and heating 0)' cooJ.ir.g load analysis, and L'1is opti J!l only cont rols

whether they are rrjr,t-,ed with tbe SUIIlr.1n.ry outr,-c,L 'I'his opU em is not ap-

averages should not be printed.

ave~aees ~hould be rrint~d.

9.4 SuppL'I~"':1tary VULL 1 1' Op:,icn (Ink'ut Form Ie)

'j'he supplementary output opU un c('nt~olG the printing of' addi tional

output from the SES proF,rw!l. This output is '.lscful ,;hen on2 \i:c,nLs cthpr

informat':on which is not nO',"Tnally rrov'id",d in the standard S0C0I1n-hy-s<,,,(')nd

output 0r s;ll:nnnry output,.

Opt,>'n ~).>~' i;~:,~ ,1J'''''~' ",- ~ l;- ~ ! ...

(1
~-----~------,
- to "l I'"
-. . ,
-~ .' :'~
is normally not required. This additional output includes geometry tables

which are used to define the ~y~tem being simulfited, and an additional heat

sink output showing the results of each atep in the solution. This option

would on< be used by a programmer who may desire additional information

in order to modify the SES or correct an error found in the program.

Option 2 - Additional Output Level 2. This option would also not normally

be used by tl:e designer-user. In addition to the additional output provide1

in Option 1, this option provides detailed thermodynarnic data for each sub-

segment each time a second-by-second print is proouced. Use of this option

may· cause a subs tantial increftse in the ~l;';lOunt of output that is prod.ueed by

0. run. This option would also be used only by progran~.1crs seeking

additional inf'ormatioI! in order t.o modify the SJ:;S.

9.5 Humidity Displ"::'l Option (Inpllt FO>'!'l lC)

'l'he humidity d!.splay option ~lJ.ows the SES l-rog.~n~l usel' to Ch003C' om' oi'

three methods of presentation of the qUlll1tity of moisture within the r;ystem.

No ITJatter l"hi ch option is chc;;en, the computation of mOl flturc corrteut i s p~r-

f,)Tmed in the humidity ratio ("ped fie hum:;'di ty) or units of pound" of moistur<o

Iler pound of dry air (lb/lb). Dependj ne upon which option i:> chosen. the

moisture content of tlle air is then converted into thc approlJriate units fer

une in displaying the instantaneous value of the results and in computing

averages. No ma~ter whi;:-h metho:l of hu."1idity disp2<ly i3 chosrm, a psychometric

ch~lrt. may b0 u"eci to ronvp.rt, t,hf! result into the othpr cwo furmb lIf '·'.'Tu,.,,,en'wa-

ti on. '1'lli S opt.i or, aoes not ap:Hy j l' Lil(, tcr..r.cn.t:.lre /htunic1.i. ty d::'l<latj on option

is zero.

pounds of mui<;tur~ pE'r pound 01' dry o.i.l· (It/lb). S).nce tr::!a form cf ex.pressing
tbe humidity is the same as in the internal moisture computations, no

conversion is required for printinG results or computing averages.

Option 2 - Wet-Bulb Temperature. This option causes the moist~e

content of the air wi thin the s~rster.l to be displayed in the form of wet-

bulb temperature, with the units in degrees Fahrenheit. (The dry-bulb

temperature is always displayed in degrees Fahrenheit no matter which

humidity display option is chosen.) Since ('onversion of the moisture

content of the air into wet-bulb tCJ1lpere.ture requires additional compu-

tations, the computer cost of the simulation is increased slightly.

Option 3 - Relative Hur:! idity. This op~ion causes the moisture cont~nt

of the air wi thin the system to be .displu:;ed in the form of relnti ve "

hu:n;dity. A: in OptiC1!l 2 abovC', additionfJ.l C'or.p~ltations are required

to compute tile Tc.':lati ve humidity and tili,s increases the cost of the

simulation sliGht~y.

9··:;
 9.6 Allowable Sinmlatinn Errors (1nDut Po'.,,, ill
A simulation error is an error condition whi ch 1,cccmes apparent during

the simulation. This may be caused by one or ;;:o1'e '~rror conGitions. Each

error is identified by its own "simul·8.tion error 1II~f12age."

Often, these error cond:i.tions are tran!.:icnt in nc,:::'Ul'C and will correct

themselves. However, some silJulation erl'ors c,r2 of uuch serious nature that

they are considered to be "irrecoverable."

The user may allow a number of simulation ('rror8 to occur before ter-

Illillat:ing the simulation. 'Ihis number is entcl'cCi as the "J J Ci<:"":! e "~ ::.:~ . i.£:.:.

en'orr: on Inp'.rt 'Form lB. The 3ES proi',nl!:", will continue the simulation until

ei.tho:'Y the simulation is completed or U:c w.lc,;:.ulC! llt~:<1)er 0:' ::;ir:n~c..tion

When making ,-~irulations which contain ;;imulation errors, the user

is cdutioned that he should carefully eXl'.m.i"e t:-:r~ results of the

simulation to detsrmine if they ~ere affected by the ~imulation error.

In a simi lar DIanneI', the results o.f all s~_,;nulation~ '~houl0. be c:1rcfully

.'
oJ ~
,....
'-00
-
• ~
-. .. ,"'"
'- <,. ..

the first occurrence of 1. Sir.lUl at i en error 02' at the ccmpJ et i on

9-6
entered as tl.e number of al10wlible sim'(1'1.t10n ('rrors the simulatioT' will

continue until either "N" si.:nulation errors have been exceeded, an ir-

recoverable simulation error is encountered, or the simulation is completed.

The user is cauticned not to allow too mp~y simulation errors. aince a

simulation with many errors is seldom correct. The allowable sblUlation

~ would usually not be gree.ter than 10.

9."( AIIo\labIe brut Errors (Input Parr.! Ie)

Durine the input verifica\,ion port,ion of the SES rl1'oGrru:~, all of the

iteI.~;:; of ::'nput data are checked against reason:lblc upp,.,..,.. and Jo-,;e1' ~.in;i ts.

If ',,:K iter.l cxceeo.s the limits, an error r.;C~Gc.f:e is printed imr::cdiately

bt~low tr.l.e ite~l in error. ~he ',.ro~'dir"b of -t.r.~ error r.1CSf.:·U.G~~ i!i.5..:!.c[:,tes

and fatal error Ul<'ssaces. If a fatal error tleSS[Je;e is found, (:1ee Clou.p. 11), the

iUJ?ut ve~ifi C'aticn is tcrr.linated, end the pro.:;rC\:n goes on to se'lrch for the

l'egirmine of the next dut'l deck (i:,(licatc(l h J' two sl~s',r>s (/) i:-: the d'lte

entry in colu.'!'.ns n to 78 of the first cc.rd) or it searches for e bln.r.k

card which :!r.dicR-t.es the ('nd of the data deck. j~on-f['t.nl error 1l!I::!csa;,.l'S do

not cause Lhe inp1,.;t veri ficat :cn to be t.cr;r.-:'r.~;:'eci, but. illrtead ullov.s it to

th<.
 A non-fatal (:rrcr message is nrinte' when an item of datu exceeds

the upper or lower limit of its normal ranGe. Tllr,se lilIlit~; "lre estimates

of the probable range .:If' the vll.riable 1'or lllost ,;ystcms, and occasionally a

correct value for an item will be out of the pel'mi ssible range. When

this occurs a nor.-fn.tal error meflsage would be printed alerting the

user that this item should Lt: checked. I!' the ur,er determines that the

number he has entered is indeed correct, he can " ... 110w" this error by

adding one to thE" number of n.lL'wable it,t,'l!.; errm'~,. If the nwnber of

input errors is greater than the alJo",,,,blc, irqJUt ·'~·rr'rs. the simulation

is not performed.

"iilt AlJownblc Input Errors. Thifl indicates t.hat the slJ~\~IC\t::'on l.S to

equal t.o H (when: ,~ > 0). '111e simulation will Il()~ ue PC]'f'on:ied i f u.

fatal input error is found.

Ze~_Al]o::::1.blf:_ Tnput l:rTc,rs. This indi~at.es the s],nulatiC'!l is to be

performed if no input errors eIre found. 'rhe system ",ij 1 net bc s:imu1at.ed

if one or more fatal or non-fatal i !;P\At errors :lrc i'c'und.

-1 Allowable Input Error". When a negative number (-1.0) 5s entered

and the syst.em is nut simulated. This:if: usC'ful when thc~ (ht.J. for a

sye,t;cm is initiAlly put top;etller or wilen ch~nr;(:'s have been f"r!(j, ':'h.:-

9-8
 9.8 Program Output
The SES program has three cateeories of output which are used to

provide the user with results of the simulation. These are (1) second-
by-second output, (2) surmnary output, and (3) environmental control output.

The secvnd-by-sec0nd Ollt.put prints the currc,nt status of conditions

within the system at an instant in time. :;:t consists of two types of

printing f'o::'mat - a detailt"'d forrr.3.t <md an abb::,( viated format. Both

printing formats give the status of the system at the j nstant they are

produced (the bulk airflow rate amI air veloci ty in all ]. ine seements and

venCilation shafts in the system, tl1e tempcratllre and humidity in each

f,",.;.bseo~c:1t in the system, and the locatic'n, sp'2eu, acceleration and other

has ot,L.;.r ,iata ir; add~ tion to that corlteoir,'2d in the abbreviated print

f'ol·:nat. 0;:'h1s inch:des the rate of ~(O;]sibJ.(:' a",ri latent heat input into

C1:.ch subse~FOn+; 8nd an indic'lt:.otl of which trains, if any, are locateu

in ""lc-h fmbsE'c:ment. I,n e:<ampl e of a cietailed pY'int is shown j n F i ~\l::'f> 9.1.

and an exa::lple 0:;' an abbre'll [L ted pr j n" i G ,,1!Clwn in i"igure 9.2.

the fic;ure is not """""1plete but continues on ot1;-:>)"' sheets. Sincc the

dcta':.J eu print prOdllC(;G Tn""C sheets cf l.>rin ~ed Qutput than cncr) a.bbreviated

print.

In c.ddition ..

f('om the segment hy st.",ad~·-f:tn.to h€:'"lt sourcE'S 1 s £:1 ven for '2o.ch line :::cD:l0n':.
Figure 9.3 shows a srunple of the stmmnl'Y output for one line segment. This

output would be given for each 15 ne ~~('cr.ent, and a ~dmilar format is used for

each ventilation snaft. in the s,,'ste1'J.

The sUlrJllary resul t.s :ire r:i ven (lV"l' :Ul interval which is defined by

the user. Twe> steps :'.re nec(,,,:o(J."Y t.o proJ1)(';· a summary: initialization

of the summary totals Ctnd prh:t i r;g 0(' the ,.-ur:!"Gry. Initialization of the

summary tothls clears the sto"'ac;e Hr"''YS thrd: are used for computing

averages a.nd erase a any previous maxh;11L'11i: nnd minimums that have

oc(;urrcd for the previous pedods, h'inting the sun:mary displays the

maximUlu, minimum, averugc and other lei;ul l;;; t.hat ha.ve occurred since the

summary ';las last initialized, but doc,;; not clcu.r the~;e totals unle,;s the

intcI'\'aJ, which J.,3 the ir:tcrva1 over ,Ihil'h tbe "um:Ylary results are given.

1::. the interv'il in tir,le bet'"e"n whei1 Ll,," s,,-~lJJ(n7 totals were 1 !{st i ni t.j ali zed

and the suntmary is printcl,

bypass the printinc: of the summ31-Y rmj to sr;ip the initjalizaL.ion of th,.:

sUTnrr.Ciry totals.

.; ,O...p.::t.;:i.::o.:.n:....,.:l:-...-_I. n j U ~tl_j_;',e_0.2.!l::..:.. 'l'hi" op1.i OIl i:1i tir.. lizes the SUIlL'Tl3.·:{ totals hut

<;-lO
Option 4 - Print SUiEmar;r, rcrforn~ }~nvi"::n'~('nLa] [.oad P"timate, and Initialize.

This option first prints the results of the sUPlmtiry. Next, the average

valueb of all the results calculated in th" sU!Tlmary are used in the en-

vironmental load evalclation pro(,p.ju:ce. 'l'be ref".;lt i ng ;.:a11 5urfaee tempernturE's

and required heatinr; or cooling ]O'lds tk,t are computed are then fed back

into the simulation by repJ.:J.cinc; t;-iC' nrCViJl1lS n.vernc;e wall surface temperatures

and required heating or cooling loau£. 'lith t},e neVlly computed values. Finally,

the sillmuary tot-a ls are initiali<;c:d.

The env 1 rOlJ.'nental control loo.d eva] 1F~ticn 01~ consists of the re-

sults of the heat sjrlk analysis and the j,c·ati.ne:; ()T cooline; load estimation.

Tr~ heat sink analysjs, which :is pt!J'formul for all "uncontrolled" zones

';lithiu t.ile s'yGLel'!, result::; ii, the COT.:put:,t:ic'l1 of l.,he wall surface temp0ratures

and s;,-,;tem a1 r teJ'lDf'r,.,turec; ,{hicn C'C'r'!'PS1,'-'nJ to tk~::;e new wa:ll f',urfRce

temp~r:·~urC3. T~~ hc~tinG or cooll~g lD~i 2:tima~~, w~ich is performed

for ~"lch "C0:1t.:t'olJe·]" 7,')l1e in the sy~;tem, >-"sul t,,, hi a tabul.[l.tion of the

heat ,'f)lIrCeS ard sin~·.,; ....-it,r,in +;he :;:1 ,,1:,C"1. ~'ir;ur(' 9.4 is an 8xa;nple ()f the

and Fir:ure 9.5 is an c'x'l'~Dle of tlw hf'Citj n;; or cc~linG load :l.nal:,'sis Ol,tput.

!)-]]
 4/26/ 710 <;FS PAGE

TI~E 3~O.OO <;F~OND<; ? TPAINIS) ARE OP[RATIONAL

~ T UP TPACTTvE MOTOR HORSEPOljER GRID TEI'PFPATURE POWER HEAT

TRAIN 1 y LOCA1T~ SPEFO ACCEL[PATION n~AG COEf. OF EFFORT CUQPENT TOTAL AIR ACCEl. DECEL. LOSS PEJEC1ION
NO. E P (FFET) ("'PIo, ("P~/"£C) (LI'ISI AIR DRAG IL8S/MOTOR) lAMP!») ORAG (oEG F, lOEG f ) (I:~TlI/O;EC-Fl)

7 1 i'1';;>".QR IJ.~'5 <'.79 231. 5.<;1 23"<;. 307. ?72!h e. 26}o9 742.7 5.:330 2.073
A" 27~7.c7 7.~3 -3.00 -90. -7.31 o. O. O. -2. 24;>.4 161.3 ... ~94 ).849
------------.-------------------------------~--------------------------------.------------------------.------------.-----.---------
SYC;TFM C;£NSIRLE LATENT )lIR HUMJI)lTY AIR AlP TPAtN FoOSITION
LENGT~ PAPTITIONING HEAT LOAD HF.AT LOAO TE~PEPATURf RATIO FLOW ~ELOCITY RTE RTE RTE RTE
If"TI UITU/SEC) IATU/5 c C) (DEG FI (lR/L8) ICF'MI (rPM) ) 2 3 4 I

100.0 1 - ITUNt<[U WEST POPTAL TO liDO FT - ROUTE 1 I'

1 - 1 - .i' .0 111.81 .01648 110794.7 369.~ I
100.0 1 -.. ITIINf~fll 1100 TO 1200 FT - POuTF 1 I
I - ? - ... . .0 81.62 .011\48 IlC794 ·7 443.2 I

400.0 1 -., ITIJN ... fLl 1200 TO If'lOO f"T - ROIITI'" 1 I

1 - ., - ) .4 .n 111.36 .01648 110794.7 492.4 I
\0 1 - , - 2 .4 .0 81.3 7 '1)1 648
I
f-'
I\) 600.0 .. - " ITUNJoEll !>ORTt.L TO If'I.O F.T - POUTE ?

2 - ,,- I ~.o .{I 84.il3 .01656 -4271(....... -IA98.<;

;> - ,,- .. 9.0 .0 85.46 .01658
2 - 10 - 3 9.0 .0 1'16.<;5 .01660

110.0 1 -101 IVfNTILATtON S~Af"T' VENT SHAf"T AT 1600 fT - ROUTE

3 -1"1 - R~.no .01~48 -12644.4 -63.?

63.1 4 -1010 (VfNTILATION S~AFn VENT SHAFT AT I~OO FT - ROIlTE ?

4 -104 _ 1 Al.OO .01648 -1021123.5 -514.1

600.0 5 -... fTUN~fL' 1600 TO 2200 'T(STAPT ~f STAI -RTE 1

c; - c; - ) .5 .0 Rl.53 .01"48 123439." 548.6

S - .; - 2 .5 .0 81.75 ·OI t148
c; - c; - , .'5 .0 P;:>.14 _n1648

60n.O "-,, ITUNI:EU 1600 TO 2200 f'T(STAR' Of STA)- RTE ?

,,- I.. - 1 7.1 .0 89.(j7 .01668 -32434107 -1441.5
,,- 6 - 7. 7.! .0 (j3.13 .01674

Figu~e 9.1 Detailed Print

"'1
1,1

TI"'E 190.0C! Sf(O~ID!'> 3 TPAlII! (5) AIlr.: OPERATIONAL

!Il!:'
ii, I? T AIR TRACTIVf. MOTOR HORSEPOillr: R GRID TE~PERATURE PDwEo HICAT
~!!
TRAIN T y LoeA TTON SPEF.O ACCELEPA TICN I"IRAG COEf. OF EfF"op- CURRENT TOTAL AIR ACCEL. OECEL. LOSS FEJECTION
NO. E P (FFEU IMP;..) (MPH/SeC) (las) AIR DRAG (LBS/MOTOR) (A"'PS) ORAG lOF.G f I (OEG f") (R1IJ/<;F.C-F'1'1
i:1 3 1 32;><;.77 4:\.4 .. 2.41 q}7. 2.32 11179. 291. 6490. qq. 269.0 728.4 1.53? 2.900
iii 4 2 27"0.1)0 .'10 .00 137. • on o. o· o• O. 241.0 760.1 l.n7~ 1.839
" 5 I 2Cl4.,,4 27.96 ,.67 264. 1.4 1) 2265. 307 • ~404. 254.4 1.47R
20' 611.1 2.242
SyStEM AlP AIR TE"'?EPATl)RE (OEG f)
PAI'ITTllONING I'LOIo/ VIOL. -------------------
I(I'M) (F"PM) ~lI"'I~ITy 'L~/Lf!)

i • 111"'61'1.11 372.2 el.~

'''165
1 .. 2 1 II ",.,A.I'I 446.7 ElI.l>
.01(\<;
1 .. J 111 "'61l.~ 4Q6.3 1'1.3 AI.;>
.(11"0:; .0165
2 .. 4 -3471;1 4 .0 -1545.2 e .. 7 84.;> 84.1!
.016'5 .0165 .n165
3 -103 .... '5Clq4.q -310.0 1'2.0
.01"C;
4 .. J1)4 -117<;"7.3 -51'17.9 1'2.0
.OHiC;
\0 C;
I '5 - 177""3.6 789.6 1'104 81.C; 81. "
I-' .01 11i5 .GlftC; .0165
W
6 .. 6 ·2'008".7 -10?2.6 1!7.2 81l.e; R8.i
.0111i6 .01M .01f16
1 - 7 -1:;2423.1 -74.9 99.0
.01"'''
8 .. 8 0;1\7"'.1 13.1 f!7.J fl4.3
.Ol",q .Olloa
9 .. 9 -"I';;>9 Q .4 -1'13.3 104.7 lOS.Cl H'4.9 101.5
.016f1 .01108 .0168 ./1161\
10 -110 -q"'OJII.Cj .995.2 e... o
11 .. 1/1 ln1 Q 1 4 .A 226.5
.01""
1'<;.5 8Q.A
.el,,11 .Olftq
12 - 11 43"1"i.4 62.3 9A."
.01"'7
13 - 12 43101'5.4 109." 91:;.0 97.0 1'18.9
.0166 .01f1" .0165
14 -114 1481'53.7 578.7 e~.. 7
.016e;
15 .. 11 -)(141:;3A."1 -161.3 eo;.7 84.4
.01t't~ .0165
15 - 14 -1(141:;38.3 -149.3 @3.4 82.4
.016'5 .0165

TIME 200.00 SI::CONOS ~ TRAIN(S) AilE OPERATIONAL

Ir- R I AIR TRACTIvE MOTOR HOAS£PO"E~ GRID IF"'PERAT"RE POlolfP H:(Jo-t.--l

Figure 9.2 Abbreviated Print
II.
~I. _. "......:....
 4n6/14 C;Ec; PAGE

SUM~ARY C~ SIMULaTION FRO~ 710.00 TO 360.00 C;ECONOS

(TuNII.ELI wEST POQTAL TO 111)0 fT - "'),:TI' FROM NOOE TO NOOE 3
LfNGll1 100.0 n
.IREA 100.0 SO '-T M A X MUM ... N I M U • V ERA r, E
SYSTF.104 ------------------- '" ---------------
PARTITIONING V4luE TI"'F VALUE T'IoI( VALuE
--------- ------- -------
POSITIVE NEGATIVE
--.----- --------
AlP FL.Ow 'UTE ( CF" 1 - 634306. 299.0 109000. 776.0 21elf19. O·
AIR ~~LOC[TY FI'''' 1 - 2114. ?9Q • ., 363. ::076.0 727. O.

AIR FLOw OIPECTJON PFI<CENT 1 - 100.0 -.0

•
O~Y-~ULa TFMPEP~TI~E DEr, I' 1 - t - 115.A 2<;9.0 Sl.8 ~B4.0 S2.1 .0
HU"IC lTy PI TI 0 ll'/LIl 1 - ,- .01"0; ;>70.1) .0165 ?70.0 .016'5

~v~Pa"E SENSTAL[ H~AT GAIN~ WITHIN THE SEr,MENj

"'EAT PflE~SE F"f-O'" TI<.Hl\<:;. UNSTEACV HF.!<T SOllRCfS, ,~NO V!SC,:'IUS HEATINt; 7'5411.~ BTU/"R
STEAOY-STATF "'FAT snu~C~s 7io.o BTUi~R
\()
1-£,1.1 5['111( -43~46.4 BTU'''P
.....I
~

'I
'I,
Pi!,') re 9.-~ Summar~r Print

I,'J

II
il
l,i~l
 SES ~EAT SIN~ ANALYSTS

70"'~ "l'!"'1F~

SYS1;:u ~OpNT~r. pu~~ rCUQ i'IIFMII\E -~C;H HI"UR I4OQNIN(; PI;S~ HOUR FVENINr, pU~H hOUR IoI0RNINr, R1J5t- HOUR fVfNI",r, pi 'e;'" foWUQ
Pt.PT 111m TNt; "'ALL S.tlPF"~r:f lf~p. .4LL SlPF"ar£ TF"~~. AVERAGE AIR TfMP. AVERAGE AIR TEMP. t-t.iMIOITY "ATIO "'U"IOfTv Q/l.TIO
(nFr; !-" I (Gf:r; ~) (nEr, FI (OEG FI (LAlLI" ) ILR/l I'll

1 - 1 - 7".1 ~~.c P·'. I A9.11 .'lJ:1E:40 .0;;>017

1 - 2 - T'.O $1\ ."1 1'''.2 R9.<; .nl::lf" .0;;>017

1 - 3 - 1 7 .1 Al.4 All." Aq.} .tlI:lf" .n::an17

1 - ) - ? 77.q 1'11.1' Ac.Q SR.Q .I)PI:4 .";>~17

;:0 - .. - ",,"'.0 A4.C. ";>.<;1 '1f'.4 .0I::l('3 .01"<;1'1

~ - ;> IOI"\.C: 1'14."'1 Il:>. I- A~.4 .Ot3C:! .()l"~A

l -
\() ... R Ii. ') "4.;> 1".4 A".<; • 0 I ::le·:: .01 "C"I'
I
? - .-
f ....
VI 7".1 P(1.; 8".7 .nI31:" • 0'017
'5 - 5 - II'.,
c; - '5 - , 7".7 A".C; Ii I." 88.7 • 0 DE:4 .0::>017

'5 - '5 - ~ 1 .... 4 "".1 q'.1 8A.9 .!ll ~t:!, ."")1 7

.. - . - ~".A "'1.<1 1'].1 8 A .c:. .OPE' .01"1'

/0 -
, MG.? P:J.C "';>.5 A~.;> .nl?~<; .01"11
f; -

., - ., - 1 7Q., $1'.7 II 1." A7." .11 l;>I'·::! .OI"n9

) -11'!3 - 1P.t" Al.Q 79.9 R9.2 .0131'4 .'F'1l17

',- . ~""' "
_ -1\'4 - Q'l.e:; A4.1 e('l.8 90.:1 • 0 13~ 1 .0;>007

'P'ip:ure 9.)1
"

il
;\- -----------
i,1

,Iii ~ I".
ii"~'I' " J.
 4/19 11 4 Cfc;, PA(;F'

FNVJOO~~~NTAL (0~TROL ~.~T~~ L~aU F5TIMATfS

I·
:
I
,I: aVFg~r,rn ~I~SE~~E~T ~f.T C:.IIINS(-) n~ lOc;C;f'5(-I. "TIJI~I'

T"~ r~STr,N PF~Tcn IS EVf',!Nr; Q,I<;H HOIIQ

·' .....'f NU""fj:; DEcY(;N rONnlTin' <H'.O OfCi C' ,11' ( Rill'" 70.~ OFG F ~FT PUL~
---------------- " ----------------
sy~ iF',· TOT~l
PART I; I O-J TNr. 'I'0~HI<; C,Tf"roy-c;,TATF '"'Fllr C;P:I( 1\ T" FIJ1,.. ENyIPONMFNTAl CONTPOl FNyJPO~~FNTAl CONTPOL
PF"I)J PF"F~'T

CC'''"CT''lF l"'~~T cENSlPLE lATP''f 5fN~ yr~LF "";F'<C T.11 F I ATfton SfN<::I~Lt-: LIITfNT C:F~C:JRlF' L6TP~T TOTAL

7 - 7 - .,<1""1' 'l .......<le. '1'("1(\(1 -/;> .. 7<; 551>>111 1",~f,4~k. -1/010"1 -1?'i;>I\Q;> -).::1'" n3 ":11,4?4PR -2'<;<;1"51
A _ I' _ _1 1 ..,<; _"'4~Q
i1 0 ""Qq .. 'C4QQ ;>c,<;~<1 -3???3 _'1?7~4 -4nl<13 -I "17Rl
-"'I CP '!
1\ _ I- , , .. <;q<l':; ,c<;qq _'l1:;4? 1"7;:>7;> 43414A _9n94<; _;>C;Ci/17l. _lq,711 _41n":l41 _ .... 40 7 >1
?

-u."l,,~C f't~c;;.Q("j ""C;qQ _c::;.n4;r~ -1,;>1033 _1'41'<;15 -1"'<;3'07 -lrlI3<;?7

9 - ... - C -11""1 !:-"'<;3 -110 7 ">
q - ., - , ""'''?l'' 0 tt~~Q'-1I .. c<;q~ -111)" -71 "''"I<=; _lh ... ",9 -"'2<1":;>1 -":1171° -1'1"'''''1 170 -'111'''91
.0 4C .... ;>~• ., f'; ... .::,QC,f. :>C99<1 -"C;h.:.A -",.:.73211 _1:;>0,"1 -";';>111'1 -1<;;<;01
I q - " - .. ~ -I:" 11 _7''1'''' "?147
~
,.,..
c; - to " .... c.", I..AIQQC /1"'0':' .. ')<Jf)Q(l -A 1267.J -116;'<; -IC17;,I,O -0<=;1)1'9 -llll'549
.. - 0 '1""... " -13"'"

11 - 1" - c ~ .. ..:;,ctGt.. ">"'0 () 0 _~7'~? 1"0'-':'1'" 41"';>Q9 -Q<;C;:;> 0 -:;><;14n" -~()"'''''p -511'Q'" -71P;?17

11 lC
.,. C .. e.<;<>c ">"CC;Q -~':'4 3 -1i'4?? -i'i7QC, -7921'<; -,17r A -3 /,11;\ -1 4 ;>1 4 -":"P-34?
- - "
7"41-ro-:A '1 r.c.QOCo 1f"(lO(l -l?l~c; 1""<;"''1 1147444 -}7Pf:lll'll -1;>5"'4""3 -1~21qqq -1'~;\44" -,?~S443
12 - u -
------- ------- ------- -----_. ------- ------- ------- ------- ------- ------- --.---- --------
l()NF TOT al "~I'?cl;:a tl)t;QFI<t ;) ~C;C;C;C;3 -<;Ic,':n 1f'1::l2"?1 :-0'141311 -(.,3111 8 (,(., -3;>,7,.,1\ _1 I "Cl;lCl I 43 3 -11 4 (.,n"'Cl'3
- 01 0"

_. _________ !::5gure 9.5 _ _ _ _ _ .____

--- ---------------

,il~
 9.9 Print Contr()~~ (Injl'J.t Form 12)

The output of' the SES program is divided into a number of' "print

groups." A "print group" is n. number ot' second-by-second reports of'

the status of the system which are produceu with the same interval

between them. The interval lcnf,';h dcf'llw:; the lenr;tb of time that is

to elapse between successive prints of t,he status of the s;ystem. The

number of intervals indicates how Dlo.ny tillle intervals of in~erval_ length

are contained in the print group. The number cf intervals may be one

or more but never zero. (As a special case t:ne nW:luer of intervals may

he entered as -1. O. which signifies that one interval is to elapse but

t.h(' print of the status of the sysLt'fT' at the end of the jntt.rval is to

be suppressed.)

For each print eroup the user may specify the number of abbreviated

l'rj.nts per detail print. This nU'l1bcr defines the ratio of how nany

abbreviated pj:ints arc to be printee1 fe1' each detailed print. T:le

munbr.r of abl)revi3.tcd prints per [letail l,rjnt may range from zero to the

nu!uber of intervals. An en:.ry of Z('t'O indicates that no abbreviated

prints are to be produced and th~t. all 01' the prints of the status of

the ::;yGtcm from that group on ',,-j n be dct~iled print s. Wh;,n a non-zer0 nunb!>r

prog!"'ll!I fl rst produces t,hA.t. nurnbC" of Rbbreviateo prj nts, th0.n fol.lows

9-17
 Atter all the intervals in a particular print group have been

cOlllpleted. the SES program performs the action specified in the S\lJIIIII8.rY

option for that group before it goes on to the next group. The summary
option may have any of five values. from zero to 4 (see Section 9.8).
When th~ summary o?tion is completed, the simulation continues with the
printing as specified by the next print group.
The user must define enough print groups of sufficient duration to
extend at least up to the maxtmum simulation time (entered on In~ut Form
13). It is incorrect to specify a maxinurn simulation time that is greater
than the time at which the last print group will be completed. This is
equivalent to asking the program to continue the simulation atter the
time of the last available print-out information on the status of the
system. It is correct, however, to specify a maximum simulation time
that is equal to or less than the time at which the last print group is
to be exhausted. It they are equal. the last print (including summary
and environmental estimate when specified) will be performed and then
the "end of simulation" will be reached. If the maximum simulation
time i8 le.a than the time at which the last print group is exhaust~.

the simulation (with whatever print1ng that has been specified) will
eontinue until the maximum sil!IUlat1on time is reached. and then the

stmulation will be ended. Th~ user must enter the number of print
groups to inform the program how many print group specifications are
being defined for this simulation.
The summary output for line sections Which are located within con-
trolled zones of the system contains a tabulation of the percentage of time
the temperature is above (or below) certain selected temperatures. The
teePerature tabulation increment defines the interval at vhich the

--g
t~perature r~~e ~i~hin the line segment is to be tabulated. The sign

o£ the temperatur~_~abulation increment indicates the design season: a

plus Sign (+) indicates summer'with a tabulation of the percentage of

time the temperature is above the indicated temperatures, and a minus

sign (-) indicates winter wIth a tabulation of the percentage of time

the temperature is below the indicated temperatures.

The design temperature in the line segment is used as the base i'or

defining the temperatures at which the percentage of occurrence is to be

tabulated. ~f the design season is summer (+), the tabulation is producec

with three increments above the design temperature and two increments

below. If the design sea,son is winter (-). the tllbulat~on is produced with

with two increments above the design temperature and three b~low. The

base temperature which is used in this tabulation is the desien temperature

for the period of the day (morning or evening) for which th:? simulation

is being nL~ of the controlled ZO~e in which the line segment is lo~~ted.

This tabulation is produced on the summary output only for line segments

that are located within controlled zones.

For ~xample, assume a line segment is located in a controlled zone

with an evening design temperature of 80°F. Also, assume the simulation

ls being run for evening rush hour and the temperature tabulation increment

has been entered as +5.0. The percentage of time the temperature is ~

70°. 75°, 80°. 85°. 90°, and 95°F wi n "ve t,al.ulateu in ti,e summary Qutput. If,
on the other hand, the temperature_,~..:~:Y..f~}ion increment had been entered

as -3.0, the percentage of time the temperature is ~ 71°, 7uo, 77°, 80°,
83° a.nd 8Go w';'ll he tabu1akd.

~M\;p1e of Print· Control Data. An exnrnp] (' of wha't onE' migt:t enter for

print control data is shewn in Fi~~re 9.6. In th15 ~x~~rl~. the tr~i~s are

operating on a 100 second headway which also sets the system rep~t1t10n
t
9-19
,r !)/I'
",III!
I

Ii

INPUT VERIFICATION OF PRINT CONTROL INFORMATION

Temperature Tabulation Increment 5.0 Deg F

Number of Print Groups T

Group Number of Intervai Number of Summary Output Time of

lI'umber Intervals Length Abbreviated Last Print
(Sec) Prints Per In Group
Detail Print (Sec)
('

1 2 100.00 0 1 - Initialize Only 200.00

2 1 100.00 0 3 - Summary and Initialize 300.00
~
I 3 1 10:).00 0 4 - St.11l!reary. Environ. Eva.1 •• Initialize 400.00
I\)
0
4 2 100.00 0 1 - Initialize Only 600.00

5 1 100.00 0 4 - Summary, Environ. Eva:i..., Initialize 100.00

6 2 100.00 a 1 - Initialize Only 900.00
1 10 10.00 9 2 - Summary Only 1000.00

Figure 9.6 Bxamp1e of Print Contz?l Data

,, ,,
'"
cycle at 100 aeconds. This is reflected in the print cont~ols since the

intervals over which the summaries are taken should correspond to the

100 second system repetition cycle.

In this example there are 7 prin' :roups. The first print group

contains two intervals wf 100 seconds each. Since the number of ab-
brev1ated p~ints per detailed print is zero, a detailed print will be produced

at 100 and 200 seconds. (A detailed print is also performed at the end of
the input verification, or at zero seconds.) At the completion of the print

group at 200 seconds the summary Option 1 (initia~ize summary totals)

was specified. This clel:l.rs the summary totals. (The summary totals are

also automatically cleared at time zero.)

The second rrint group consists of one interval of 100 seconds, after

'IIhich a summary of the results from roo to 300 seconds is printed and then

the summary totals are again initialized. The third print group also

consists of one interval of 100 seconds, after which a summary of the

results from 3)0 to 400 secomh, is printed, an environmental load

evaluation is performed, and then the summlrry totals are again initialized.

At this time, the newly C'orupl1ted wall surface temperatures which were

computed for the uncontrolled zoneS in the system. and the newly com-

puted heating or cooling loads that were computed for the controlled

zones, are entered into the progrmn in their respective subsegments and

are used in the remainder of the si:nulation. '!'he air tE'1I!peratures "rithin

the system arc also initialized to the values predicted by the en-

v1ronmental load estim8te.

I
i

I
9-21
 .-

The fourth print group contains two intervals of 100 seconds each

with a deta,iled print to be produced after each of the intervals. At

the completion of this print group the summary totals are again

initialized. It ls hoped that the system would tlgain reach aerodynamic

and thennodynamic. stabilization during this interval and a SUllllll&ry

of the evente in the stabilized system will be taken. The fifth print

group consists 'Jf one interval of 100 seconds, after which a SUJlUllB.%'Y

is print~d, an environmental evaluation is performed, and the ,ummary

totals are initialized. This second environmental load estimatE,

impr'oves upon t:1e heating or cooling load estimate that was taken

pr.:viously. The wall surface temperatures and the hea+ing or cooling

lead required to maintain design conditions within the system are

recomputed, and these new va:_ues are inserted into their respective

subsegmentlJ. Th~ s~xth print group contains two more intel~als of

100 seconds each aftp.T which the summary totals are initialized. The

seventh print group contains ten intervals of 10 seconds each with 9

abbreviated prints per detailed print. This will produce 10 prints

of the status of the system spaeed every 10 seconds over. the 100 second

system cycle. Since the train positions, airflows, temperatures, and

humidities repeat in the period of the system cycle, a close look at

only one of the cycles is suf~icicnt to .indicate the events in the

stabilized system. l"1naJ.ly, a sU!nJ'\ary is printed to evaluate the

temperatures within the system at deSign conditions with the results

of. tb~ last environmental load est!mate included within ... '.J ~ .
w system.

9-22 t
----~~
-
-

-1.i
 li

9.10 Program Control Data

The program control data is used to control the length of the

SF.S simUlation and the frequency of calculat:tons during the simUlation.

The cost of the simulation is directly proportional to these entrieh

and the proper choice of values is essential to keep computer costs

down.

The maximum simulation time defines the length of t'me for which

the system is to be simulated. This time is the time which has "elapsed"

in the real system during the simualtion and is not to be confuse~

w~th the amount of time the computer is required to perform the necessary

calculeticns. The rr.aximum simulation time is entered in seconda. The

system is simulated until this time is reached, provided the simUlation

was not prevented by input errors or terminated due to si~ulaticn

errors.

The time incr~ment per cycle is the smallest increment of time at

which calculations are to be performed. The aero~ic and thermodynamic

portions of the simulation may be performed at integer tnultiples of this

base cycle time increment. The basic train calculations, that is. the

determination of the location, spee1 and acceleration of the trainb,

are performed at this time interval. The units in which this number

must be entered is hundredths (1/100) of a second.

The number of cycles per complete train evaluation defines the

multiple of 'he numb~r of base cycles at which each complete train

evaluation i8 to be performed. A complete train evaluation consists

of checkin& if it is time to disp~tch n£w tr~in6 into the syst~. remove

trom operation any trains that have gone past the last trar' section'on

9-23
their route, and de'(;ermine if an:, trair.s must begin braking for an up-

C01II1ns speed limit Or station. 'lhese operations must b~ performed, but

they need not be performed with tile same f'requency as the basic train

calculations. As a rule of thumb: the complete train evaluations

should be performed ev~ry one half to one second. This means that th~

product of the number of cjcles p!=r complete train evaluation and the

time increment per cycle should uSI'.ally be .50 to 1.00 secollds.

The number of cycles ~r aero cycle defines the number of base cycles

at which an aerodynamic cycle is to be performtld. An aerodynamic cycle

consists of a reevaluation of the airflow rates in all of the sections

in the system. The frequency at ·"hich thefle calculations must be perfol'llled

is dependent upon the configurati on of thf~ parti(~ular system that is being

simulated. If the system containB sections which are short (less than 200

feet) or experiences rapid changes in the airflow rates (these may be

caused by trains entering a portal at Ii high speed. a train passing

beneath a ventilation shaf't, a large fan switching on, or other e.vents

in the system) the aerodynamic calcul ationa must be perfomed at 8IIlall

intervals (for example every 0.10 seconds). I1', on the other hand the air

flows do not experience rapid changes. the e.erodyn8J!lic calculations can

be ~rf'ormed less frequently (for example every 0.2(' seconds). In :nost

subway Simulations. however, experience haS shown the a~rodynamic c&lculations

spou~d be performed at intervals not greater than 0.25 aeconds. The interval

at which the aerodynamic calculations are perfor&ed (in hundreths of a second)

is equal to the product of nWllber of cycles per aero cycle and the l!!!!!:.
J.ncrement per cyc~e.

The number of cy('lea I't!r tht'rroo cy::le definli.'s the multiple of the

number of base cycles at which each ~hermodynam1c cycle is to be per-

t01'llled. A ~c 01'010 conalat- of tile cal.CNl.&t1C11l or tJae

-.::-=---==-=---===~ - -----
temperatures and humidities in all pori.ions of the syatem. Since

temperatures and humidities do not chalge as rapidly as airflows, the

thermodynamic calculations do not need to bp. performed as often as the

aerodynamic calculations. A good rul.! is to perform a thermodynamic

cycle every 0.50 to 1.00 seconds. Th~ time interval bet~een thermodynamic

cycles (1n hundreths of a second) is equal to the product of the number

of cycle;;; per thermo cycle and the time incrern.ent per cycle.
 10. INPUT FORMS

The input forms provided in this sectio~ are designed to permit

easy modification of a given subway system's physical p~amete~s. After

a system is described en these input forms, modifications can be '!lade in

the system design by changing only the quantities that. are pertineilt to

the modification. Therefore, by using these input ferms, an initial

"base" sub,.,ay system can be modified many tlmes in an efficient and ex-

pee, ient ma;.mer.

The br5.ef description accompany:i.ng each input i tern is provided as

an aid to t.he user when filling out the input form~\. If a u.ser },as

digested and understood the infcrmation within this User'r:: Manual, these

brief descriptions will in general providt: the user with enough informa-
tiO.l to enable him to avoid having to reread t.hp. pertinent sections in the

M.lIlual when filUng in each input item. 'l'he actl.e.l use of these input forms

is explained belaY{.

!,Jabs Ul' "Tnput Forms

All lIumbC'rs mll::;+' 1:e ",ntered with a df'cimnl...l~' Any nl~'11~er that

is not entered with a decimal point will cause a.n error in the progrum.
Only arabic n~'llere.ls (0 through 9) illay bc used, and each lnput item mllY

only poascGs onc decimal point. Each numcral or decimal ~oint u~es one

space within the spaces aJlotted for each input item.

The SES program often requires some type of description or id,~n­

tificatlon ,)f the in}Jut dnta b~1ne: (cntered. These descrtptlons ente"tcd

by the user help him +0 identify the particular sl:Ilule.t.ion being performed

and to interpret the re~ults of his simulation. The britf input Instruc-

10-1
tiOllS accompanying the input forms for each of these identifying or des-

I.:riptive type entries advises the user that any alphameric character

may :"e used when entering the data. An alpham'!ric character can be

Dny of the following three types:

1. Al.y letter from A to Z

2. Any numeral from 0 through 9

3. The following special characters:

(blanlc)

+ It

, (apostrophe)

No characters other than those given nbov(' mny be used.

It is 9uggested (but not eOl'lential) that all numbers be entered lcft-

justified in order to facilitate production k-?ypunchins. Th;s simply

r.1enns that all numbers should be entered in the input fOI"TIIR r;t.nrtinc with

the fj rst space on the left wi t.hin the epllc:es allotted for each input

item. Tr this left-justification is used. the first dleits of two succes-

sive input items wll1 be exactly tell I1paccs apart. This particular spac-

ing of the input data. is due solely to t.h~ c()nvent~on estaLliched withiu

the procrnm. Therefore. the keypunch Opei'Rtor '~o.r. !let theiJ· tnbs ev,:ry

ton apaces beginning with space number 1 and pr.ding with apace numbe~ 11

lO-:?
 (there are only 80 spaces per input card). The decimal numbers can

be placed in arl of the spaces allotted for each of the input items.

A box ....ith an fiX" in it at the end of an input item tndicatee the

end of a. carll. No more tl.un eight input items may ever be placed on a

si1l81e card.

The SES program often requires the user to supply certain 1e'3i/:,.1

parameters for the entire system all at once. When this occur8 the user

.... ill in general have to make duplicates of certain forms suppljed in i;his

manual. An example of this is when tbe user must describe ill the line

segments wi thin his system in the series 3 forme (forms 3'1 through 3F).

The input forms supplied provide the user with only £!l£ crJmplete set of

series 3 forms. ~ line segment requires tt,e use of an £!lUre set of

series 3 forms. Obviousl~' the User must mak-: as Inany duplicates of the

series 3 forms as necessary to describe his system. SlmllRrlY, 1!J1 forms

that are used for repetitiVe type input. have an "etc" placed at the enll

of the form after eLch repetlLlvo in~lt item. Thin signifies to the uner

continue filling out his r:1ata in <;he name manter on a duplicate of the

original form. Only the I'ppr·Utj,.'", ,j.'ljq is flEed in on the r1;lplicutc

forms. All unnecessary data (notl-repet.i tivo) 01: the duplicotc form!' mUl,t

be cr0S8('d out to 3.void confusion rlurin;; keypunching.

Special Jnl1tructit'n. ThE' inpl!t form ... provided arp general

10-1
input forms that can be used for any system with any program option.

Each of the program options calls for a sp~cific data set that requires

the u&er to exclude certain input items from various input forms. Any

form that has input data that is not to be filled out for one or more

of the progrr.~ options has instructions in the accompanying brief in-

put descriptl.ons pertaining to when to fill out the fonn and which input
items to skip or leav,,; blank. The user s:lOuld consult Tables 10.1, 6.1.

and 6.2 when filling out the series 8 forms (forms 8A through 8F).

When the user is given instructions to leave an entry blank he

must make ce·~·tain the corrE-sponding spaces on the corresponding input

card are left blank. If the user is instructed to skip or ignore a

fo~, he must omit the fo~ entirely when preparing his input data. A

blank card should ~ be placed in the input deck to account for a

form that r.us been skipped. In addition. all blank spaces on a form

the user has been instructed to onlY partially complete must be crossed

out to avoid confusion during .'eypunching.

Descript~_ms of the Input Items. The accompanying descriptions

c.f the input itelliS also cont.ain instructions for fDUng out the forms.

These descriptions include the limits ~Ol each input parameter and the

error message types that result whell the user exceeds these limits. This

errol' ~YJle listing in the c'iescl'ipti,)ns of tht:> i.nput way be uso:!d as R. crOS8-

reference when correcting any unintentional errors found while perfor:ning

an input verification (see section 11.3), 'rhe limits f0r '?8ch input rara-

meter are generally given in the f011owin3 rnenner:

10-4
 TABLE 10.1

SERIES 8 FORMS

TRAIN PERFORMANCE
OPT ION NUMBER 8A 8B 8c aD BE 8F

0 No No No No No No

1 Yes Yes Yes Yes No Yes

2 Yes Yes Yes No Yes Yes

3 Yes Yes No No Yes Yes

Yes = Fill In

No = Skip the Form

f- 10-5
 lower limit ~ X ~ upper limit

where

X ." the particular input parameter being described

This s~bol "X" is similarly used in the actual input descriptions.

Performing Two or More Simulations Dur:ing One Run. The user may

perform more than one SES simulation during any computer run by adjoining

two or more complete SES input files together. The SES program detects a

new input file when it reads the two slashes (II) in the date in spaces

71 to 78 on the first card of the new data deck. Entering more than

one data deck saves the user computer time as the computer only has to

load the SE8 program into its memory bank once to perform the two or

more SES simulations. If the user were to perform each simUlation

separately. the computer would havp to load the SES program into its

memory bank before each simulation. Loading the program into a computer

can take up to 60 seconds of computer ti~e (depending upon the type of

computer being used) .

The user mU.st place a blank card at the end of his data deck. An

input card corresponds to an eighty-space input form with an "end of

card" s~bo1 after the eightieth space. A blank card at the end of a

data deck indicates the e~d .. the data deck. When the SES reads the blank

card, the user will receive following meGsage: "Ex~cution Terminated

Due To Blank Card in Input ALL Batches Have Been Run 'J:his Is A

Normal Termination. If NC. - ;/OT."

10-6
 FORM lA - GENERAL DA'1'A

Sheet ot_ __
Made~
Checked by : _ _~
::------
Date: ____________

System Identification 35

[III i IIII1I1I1I111 [11111111111111111

36 70

I IIi I III IIIIIIII II III IIIII II IIII II II

71 78

....o Date I I 1I1 I 1I1 I ~

I Additional T1tle Nu. 1
-.l 3~

I I I I I I I I I I I 1I I I I I I I I I I I I I I I I II I I I I I I
36 7n

[I i , I I ! I I ! -r T II-[II I-I I I I m I I I I I I I [Xl

r-u
Add1t1ollP.l Title No.2
35
[-rTD] I I I I I 1-, I I I I I ITI I I I I I I I I I I I I I I I
rI I I I I I I I II I I I I I I I I I I I I I I I I I I I I I I I [1Xl 70
 FORM 1A - GENERAL DATA

SYSTD!' A:r,?ears on· all pages ot: the input verit:ication and program output. Up to
IDENTIFICATION 70 alphameric characters may be used.

DATE Identit:ies the date of the run for future reference (the two slashes are
required) •

ADDITIONAL TITLE PrOV'ides a'JXlliary identifying information describing the system being modeled.
No. 1 Up to 70 alphameric chara.ctersmay be used •
....
o
I
(D ADDITIONAL TI~LE Provides f'urther auxiliary information. For example, this int:ormation may
No. 2 describe the particuJ.e.!" changes in the system being modeled. Up tv 70
alphameric characters may be used.
"

i
I,
I,
,i:
i,
Mr
Ii,
I,
!!,!

FO!-\:·: IE - G::"'~!{A~ !] ..!_~'A.

S!1eet o~
l.~ade~ - - -
C::ecked ~ .... :
Date:_' - -

I:'es;'pn Hct;r Desif:n r-:onth Desipn Year

10 11 20 21 30

[J DIll rIll IIIII III III I I I I I I I I I I [XJ

~
I

'"

"Ii

~. .~
 I~
~i J
,I

FOIlM lB - GENI'RAL DATA

DESIGN HOUR t These data define the period for which the simulation is being performed. The
MONTH AND YEAR hour is entered as a whole number from 0 to 24 with the minutes entered in tr~
decimal portion; i.e., 3:30 P.M. is entered as 15.30. I~ the environmental
control load evaluation op~ion is 1.0 and the user wishes the heat sink analysis
to be per~ormed f'or the morning rush hour, the user must enter 8.0 for the design
hour. If the use:r wishes the heat sink analysis to be performed for the evening
rush hour, the user must enter 17.0 for the ~esign hour. I~ the environmental
~vntrol load evaluat~~ption is 2.0 (off-hour). the environmental control load
evaluation will be perI'ol'l!led for the exact hour entered and will use the wall
temperatures assigned by the user for the 8m simulation.

The month of July (month number 7.) corresponds to tb~ hottest month o~ the y~ar
and the month of January (month number 1.) corresponds to the coldest montn ~f
the year. Regardless of where the syst~m is located in the world; if the
I-'
o simulation is to be done ~or the hottest month, the number T. must be entered for
I
I-' • the design month. and the number 1. Dust be enterej for the design month if the
o
simulation is to be done for the coldest month.
I~ no environmental control load evaluation is to be performed, this in~ormation
is used solely ~or identification of the time of the SES simulation.
~rror type 32, 33. 36

:~
 t·

FORM IC - GENERAL DATA

~
Sheet ot_ _ __
Made~ 'I
Cheeked ~b-y-:------- '.'
Date: -
I
''"1
H
i:i
I~
I',
:,1
I,!
I J
10
i";
"
Train Pel't'onsance Option .~
j
IIIJIIIII·II ~ '1
j
11 20 ,'I
Temperature/Bumidit7 Simulatloa ~lon ,1
II I I IIIIJ II
..... 21 30
o BumI41t7 Dl~., Option
I
I-' [I I I I I I II II
.....
31 40
Environmental Control Load ~alua~lon Option
[II I IIIII II
"1 50
Heat Sink S~ Print Option
IIIIIIII1II
51 £,Q
Suppleaentar,r Output Option ,~
I I I 1,( ( I I I rI j,
,
~~,
61 70 f ~
I'"
Allowable SiBulation Errore I~I
I I I I I I I I II I I!

11 89
!~
I'
11
Allowable Inplt Er-rors i.
fllllllllllXl i'l
II
!:':f
il
I,l
1
,
:"'1'1: . . . .
1,:::1,
,j
 FORM Ie - GENERAL DATA

TRAIN PERFORMAJICE o. - B,1,pas8 train simulation HEAT SINK o. - Bypass H

OPTION 1. - Implicit S'U"l-W\RY PRINT 1. - Yes

~. - EXplicit !Train heat rejection OPTION (N/A if Temp/Humid = 0) "II' 1~
computed) Error type 126 I
I
3. - Explicit (Train heat rejection
iI'i ~
input)
Error type 17, 73
l' ~
" 'I

TlM'EP.ATURE/BUMIDITY o. - :Bypass St.JPPI.E:MEETARY O. - Designer oriented I':'

SIMULATION OPl'ION 1. - Yes OUTPUT OPTION output only II
I~
1:,:,
2. - Yes - evaporation 1. - Additional OUtput ,1
Error tYJle 152 Level 1 I:
2. - A.iditional output
Level 2
..... Error type 152
o
.....I
'" aarrnITY DISPLAY 1. - ~~idity ratio ALLOWABLE SIMU- o•. -Stop simulation if
OPTION 2. - Wet-bulb temperature LATmN ERRORS any s~~l&tion errors i'j:
are found 1
3. - Relative humidity ~(~
(RIA if TemplHumid = 0) N. - Allow up to "N" 'j
Error type 9~ simulation errors i'l,

o. ~ X ~ 50. Error type 186

ElfVIRONHEl'l'AL o. - Bypass ALLOWABLE INPUT +N. - Allow up to "N" !~

COl!l'TROL LOAD 1. - Yes - evening or morning rush ERRORS input errors I
EVAUlATI~N OPTIOlI hour O. - Simulate system 1'1
":1
2. - Ofr hour if no input errors !il
(N/A if Temp/Humid • 0) are found' 11
Error type 152 -1. - Input verificati~n "j
~j
only (No simul~tion) I~
,,~
,'
,
',,1
1·1
I
i·j
:' ,~

~
I
 FeRM lD - Gpr!":RAL ::lATA

Sheet o~______
Made bY::..
Checked- by: ______
Date: ____________

1 _ 10
I1uI:lb~r or Line Seg:::.er..ts
I IIII IIII II
11 ., c
~~ta: Nucber or Sections
I II IIIIII [I
21 3Q
~'t.:m.ber ot' Vent na t ~ on Sha1't Sec tions
I II I I IIII II
o 31 40
,...'I"" ~;'J::ter of :iodes
W
I I I i I I 11.1 11
~ter ot Branched Junctions
(11 III ilJm
51 ~
Numl::er of Portals
[ I I I I I LJ.lU
7:)

Nu=ber of Unsteady Heat Soarce. [~1--'""--'1Ir-rl"'llTIlI]]

~~ber or Fan TYPes 7J f'
I I I I I I I I ! :"r><J

Ii
Iii:
1,111'
 FORM lD - GENERAL DATA

.NUMBER OF LIlre This r.mtber corresponds to the total number ()~ l:lne segments In tlfe system.
SEGMEII'l'S O. ~ X ~ 90. Error type 1, 73

TOTAL lru1-fl3E"-'I OF This m.rt:lber corresponds to the sum of the total nwnber of line sections and
SECl'IORE ventilation shAft sections in the system.
J. ~ X ~ lbo. Error type 127, 73

NUMBER OF VENTILA- This tlUI:1ber corresponds to the total number of ventilation shaf'ts In the system.
TION SHAFI' SECTIONS O. S X ~ 60. Error type 2, 73

Nt.1KeER OF NODFS This number corresponds to the total number of' nodes in the system.
....o 2. ~ X ~ 130. Error type 73. 128
....I
.e.
JruMBER OF BRANCHED Tbis number corresponds to the total number of branched junctions in the system.
JUNCTIONS C. So X S. No. of' !fodes Error type 73. 129

1ItJl·J:BER OF PORTALS This r:umber corresponds "';0 the total number of' portals in the system.
O. S X ~ No. of' Nodes Error type 73, 130

lUMBER CP UJlSTEADY TU.s number corresponds to the total number of' unsteady heat sources in the system.
BEAT SOllRCES O. ~ X S. 10. Error type 132

IUNEER OF FAll TYPES This n'Ulllber corresponds to the total number of f'1Ul types used in the system.
O. S X .s 4. Error type 133

-".... "
 ::'-C!t'1 l.;;: - r;.?x!<~.~_: r· -"""11
....... J"\.

S;'-,eet_cf_ __
Hade by:~_ _ __
Checked by: ______
Date: ____________

I G
X::=cer -:Jf :'::-aiil R.Jutea
[ITI-[T]]IIJ
11 2Q
::'.:=:oe:- of T:-&.in '='::pes
....
o
IIIIIIIII II
....VII 2: 3(;
:::.:::be:=- of Er.'::ror-:.e::-::e.l Control Zor.es
I I I I I I I 1.1 I I
31 4~
?a::. 2::;p~!.::.g/~·:'r:::::;:':':':'L:g Option
III I i I IIIII
::,z:'e.:- o!' ':'rains in Operation at :. .it1a}.lzation
1
r I I I I I I I I f~[X]
 P'OR.~ lE - GENERAL DATA

NUMBER OF TRAnf This number corresponds to the total number of train routes in the system.
ROUTES O. :5 X ~ 4. Error type 73, 134, 135

NUMBER OF TRAIN This number corresponds to the total number of train types in the system.
TYPES O. ~ X ~ 3. Error type 73. 136, 131

Nt.J!r.'.....zR OF ENVIRON- This number corresponds to the tot~l n~ber of environmental control zones
Mm.'TAL CONTROL in the system.
Z01iES O. ~ X ~ 30. Error type 100

I-'
..:> FAN STOPPING/llIND- H' a fan either exceeds its upper or lower i'P\n operating limits, the program
.....I MILLING OPTION provides two options:
CI
1. The s1mu1ation will stop immediately.
2. The fan will be turned off, but the simulation will
continue.
1. ~ X ~ 2. Error type 11

BtJmER OF TRADS Enter th2 total number of tl'ains. regardless of 'cheir route. 'that have been
I1'l OPERATION AT dispatched and are operating within the system ~rior to the beginning of
naTIALIZATIOI the simul.at!on.
O. ~ X ~ 30. !~rror type 141
 :c~.~ l? - G!"'~:::'AL 1:.4.'::A

Sl:ect of____
i~ade17 : ...._ _ _ __
Ctecked b:;: _____
~a te : _________
Desig.r. E~~r ~eet~er :ate:
1C
~C!e~t Air ~r:;-:a:.:: ':: ':'e=:"e!"a~u;-e (reF: P;
I III 11111]-'
11 2~
A=~:e=~ Air ~e~-~~:~ ~e=~e!"a~u!"e (reF F)
I I I I I II II II
21 or
'.
A::':::ier.~ Percr;e~:!c Press'..:.re (:n,::g)
I I I I I I I 11I I
..... :a!.l::- ~··ea-:::e~"" ~c.~a: 3! 4C
o
I
.....
-.j ::C!"::;:.g k:b:~::~ .... :r :::-:.--2'.::;' ':'c:-;peratcre (De~ r)
I 1 1 1 1 1 I 1 1 I I
')':
";C:':',::g t~-::tie2".t ;'.:'r •...·e':.-:'-.:lb ':'e:::perature (Dep; r)
[11 I I I I I I I I I
5! EO

E-.e:-d:-.g ::;r et'f C?:l" :'::-bient Air :ry-E-...t:'b ':'er!'e::-ature (Deg F)

I I I I I I I I I 11
£1 7r.
E-.e::ir..g 0:- :rr Eo:.:.:' k:c: er.t Air ·'~et-:;'.!l b '.:"\:r.pe:".. t-ae (I:eg :-)
[I I I I I I I I I ]
Ann~al ~eather rata:
71 ~ r,

k::p:itt:Xie o!' k.!O~!l.l ·l·e:-;;e!'a;~:.:rE> ::-':;.:..;tuat.icn (LeI'; !")

I I I II11 II fl><J
"'!'ff!f!I'

FORM IF - GENERAL DATA

A.."IBIElrr AIR DRY- Outside air temperature entered as dry-bulb degrees F. This outside air
BULB TEMPERATURE temperature remains constant for the program computations.
-50. ~ X ~ 140. Deg F Error type 7

AMBIENT ,AIR WET- OutRide air temperature entered as wet-bUlb degrees F. Used in the computations
BIJ"LB TalPERATURE of the ambient humtdity ratio (specific humidity and relative humidity).
-50 • .5. X .5. Amb. air dry.,bulb temp. Error t:rpe 8

AMBIE~~ BAROMETRIC Outside air pressure ~ntered in inches of mercury. Remains a constant in
PRESSW'RE the program computations.
20. ~ X ~ 32. In. Hg Error type 5

MOR.lIiING AMBIENT Outside air temperature corresponding to the morning ~ush hour.
~ AlP. DP-Y-BULB -50. ~ X ~ 140. Deg F Error type 7
~
m
TE:·i?ERATURE
MORNING A1mIENT Outside air temper~ture corresponding to the morning rush hour.
AIR l."ET-BULB -50. ~ X ~ Morn. Amb. Air Dry-Bulb Temp. Error type 8
TS-PEP.AT"URE

EVE1HJrG OR OFF Outside air temperature corresponding to the evening rush or off hour.
HOUR Al-ffiIEr.T AIR -50. ~ X ~ 140. Deg F Error type 1
DRY-EtJ"LB TID-!PF.RATURE

EVENING OR OFF Ou~side air temperature corresponding to the evening rush or off hour.
HOUR A1·ffiIEfi"T AIR -50. Amb. Air Dry-Bulb Temp.
s. X So Eve. Error type 8
WET-BULB mIPERATURE

JJ.:F'UTUDE OF The program assumes the annual fluctuat:l on of daily normal average temperature
ANIlt!AL TEMPERATURE to be sinusoidal. Enter the amplitude of this sinusoid.
FLUCTUATION O. ~ X ~ 50. Deg F Error type 192
 FCR.'I 1G - C;::::;::::..4.L DA":'A

Sheet o~
_ __
!.!ade~
Che~l<ed
:-----
ty: _ _ __
Date: _____________

1 'Q
Average Patron ~eight (lbs)
III III I II iI
..... 11 ";;
o
I
..... L~c~rp:atfo~ Exha~st rffect:veness when ~ain is Stepped (Fer cent)
10 (I I I I I I I I II
21 3~

Undcrplatfor:n E:·:hac:.s't Effectiveness vhe~ ?rain is !-l:ovi::g (Per cent) IIIIIIIIIII

31 ~O

~r.a.x!r.:tur.
Train Speed at ""t-.ich the Cn:l.erplatfcr:n Exha"st Syst-;m
Cperates (r!PH) 111!llllllw

,i
 FORM IG - GENERAL DATA

AVERAGE PATRON The average weight of patrons entering the trains at a stop or on board
w"EIGHT the train at dispatch time.
O. ~ X ~ 200. Ibs Error type 4

UNDERPLATFORM The effectiveness of the underplatform exhaust system while the train is
EXHAUST EFFEC'l'IVENESS stationary in a station. Enter the percentage of the to+'al train heat
io1H!'N TRAIN IS STOPPED rejection which is removed by the underp1atform exhaust system.
O. ~ X ~ 100. Per cent Error type 151

UNDERPLATroRM The effectiveness of the underp1atform exhaust system while the train is
....o EXHAUST EFFECTIVENESS moving during entry and/or exit from a station.
I WHEN TRAIN IS MOVING O. ~ X ~ 100. Per cent Error type 151
N
o

MAXIMUM TRAIN SPEED The maximum train speed at which the underp1atform exhaust system operates
AT WHICH THE UNDER- while trains are entering s:nd/or leaving a station.
PLATFORM EXHAUST O. :$ X ~ 150. MPH Error type 145
SYSTEM OPERATES
 FORM 2A - SYS:::::M (,[C :7'~RY

Steet o~
;<ade ~ - - - -
Che::l: ",d r~':
Da~e: ---------
r,ine Se:tions
Se:ticn StartinR Fnd.:'~p:; !":·.1..~..cer Ir. :.ti~l
!den~i!"ization ::ode r·:cc.c c~ i'.:'.!'flc:.r
::u:.:.be:- ::t:..~ :~r
. : \::::he::- :3 <2: 0 ,-. e::-: s ( ('," .,
U,," . /

'1 15 21 25 31 35 41 SJ
U

[
11110J I""IIJ IIIIII I II III [II-r r Irr I lXJ
5 11 ~ 5 21 25 31 35 41 :;.:

,... [ [~rrl-]
o i I ! III III ! II I II III 1IIIIIIIrTlXl
I
to.)
,... 2 ~ ~ 5 41

[III II I '! I I 11, [I I II J mill I rr --[[II I I I [XJ

l ~ 15 4i .:: n

I I I III I I I I I I Err I (5, CI I I I'J I T~ I T~ 1fT ]-rIJ><]

1 ' 21 2S 31 35 41 : :~,
I I I I IJ ITI I 1:1 I " I I I I I I I I I I [I I I I I I 111M
5 11 15 21 7~ 31 41

[1[1 T~I IIIII] IIIIII [II I I I [ I I I ITlurrllXl

, ~
11 ~: ; 3 ~:
! ~ "i

I I 1 1 I 1 [ITT lUI [I I I I~J [I r 1[1 I I I I I I I I rrlXl

02~C. 8:' ".:. t"!:·C. :-:.;. r_~· ... •
 FORM 2A - SYSTEM GEOMETRY

LINE SECTIONS
SECTION IDENTIFI- This number identifies the tunnel section being described.
CATION NUMIlER 1. ~ X ~ 400. Error type 153 t 156

STARTING NODE This number 1s the identification number of the node at the beginning
NUMBER or backward end of the line section.
1. ~ X ~ 400. Error type 154, 155. 157. 158

ENDING NODE NUMBER This number is the identification number of the node at the forward
end of the line sect~on.
1. ~ X ~ 400. Error type 15 4 , 155. 157. 158

~
o NUMBER OF SEGMENTS Enter the total number of line sesments within the line section.
I
I\J
I\J 1. ~ X ~ Number of Line Segments 1n system Error type ltiO, 161

Il'IITIAL AIRFLOW Enter the a~rf1ow that exists in the line section at the beginning of the
simulation.
-10,000,000. ~ X ~ 10,000,000. CFM Error type 174. 175

I
.1
 FOFH 2? - SIST::""'! GEC~:?TRY

Sreet _____of______
:':aae 1::y:
'-:-----
C!1eckC!::l b:::
De. te: -----
Ventilation Shaft Sections
Eec'tioi1 Sta.!'t:'r.p: En:'i::p; 1::i ~ :~::.
!c.er:t!.!"icaticn !";c~e !7od.e 1_:r 1'1 :"tw·
;::.:..":".1: c:" XU!":.'::er ( C~·;,n
7 11 17 31 40

[ITIII n [I I I I I 11 1"1 rn I I'j 111-n-lIIJI~

7 11 17 2 ~ ~

[[11110 IIII III I (I I I I I 1J I I I I ITT-IJl [Xl

...
o 7 , 17 31 ..,."'
.., 21 27
I
N
1M WTJ=rr-1 [ITT I I I I I_I [Xl
11111 III [IIIIITI
"7 3' I. A

11 ~7 21 27
[1111111 LIIIIIII IIIII[II [TID [ I r-rl L><J
~.
1~ 17 ~~ ~

OTTTI-I-] I I II I II I [IIJ II IfJ [ [ I I ,-- I , I I r-[Xl

I 7 I i :7 3I

IIIII III IIII IIIJ ," I I I I I 12 J I I I I rUT -rfT- I C><J

7 IJ 17 :' ! 27 3I 4:
OJ-reD] I1 1I I I I I [1111111 II11IIII TIJXJ
~:c . e~.: e..!_c. ~ .. :.: .
 FORM 2l! - SYSTEM GEOMETRY

VENTILATION SHAFT SECTIONS

SECTION IDENTIFI- This number identifies the ventilation shaft section being described.
CATION' NUMBER 1. ~ X ~ 400. Error type 153, 156

S'l'ARTING NODE This number is the identification number of the node at the beginning or
NUMBER backward end of the ventilation shaft section.
1. 5 X ~ 400. Error type 15 4 , l55 t 157, 158

ElIDING NODE NUMBER This number is the ide~tification number of the node at the forward end
of the ventilation shaft section.
.... 1. ~ X ~ 400. Error type 154, 155, 157, 158
o
I
IV
....
INITIAL AIRFLOW This number corresponds to the airflow that exists in the ventilation shaft
section at the beginning of the simulation. .
-10,000.000. ~ Y ~ 10,000,000. CFM Error type 174, 175

I'
j~
 FO~1 3A - L:!:'E 2I-~~~·~F;':~ DA~A

fLeet 0::
:·:ade b:;:~_ _ _ __
---
Cr.ec%e5. by:
tate: -----

, ,0
:~~~~i~ication N~~ber
I ", I J'I I 1 I J 11
: : 2: 0
1. = l'..:.r.nel
Line Se~er.~ T}Te III I IIIII II
2. = Stat!.on
~
o """
I
N "',-
\11

21
Identification Title
56

[ I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I [)(j
Ie
Length Crt)
o 111111-rn
J1 00

Cress Sect!on Area (Sq Ft)

11 I I I I I I 1 r1ZJ

Ii
I'

~I
l~
 :,1'

FORM 3A - LINE SEGMENT DATA II!

The series 3 ~orms must be filled out for each line segment in the system. All the necessary series 3
forms are filled out for the first line segment, and then this procedure is repeated for the second
line segment and so on until all'of the line segments have been described. The line segments must
be entered in the same order as were the line sections. Within each line section, the segment located
at the backward end must be described first. and tnen each of the successive line segments in the
direction of positive air flow must be described until the segment Which is located at the forft~rd
end of the section has been described.

IDENTIFICATION Tr~s number is used to identify this particular line segment in subsequent
NUMBER references to It. The number that identifies each particular line segment is the
line segment identification number.
1. ~ X ~ 999. Error type 149, 162

,...
o LINE SEGMENT Enter the segment type, 1. = Tunnel segment
I
IV 2. Error type 10
0'1 TYPE = Station segment

IDENTIFJ'CATION Enter an alphameric character title describing this line segment.

TITLE

LENGTH The length of the line segment.

10. ~ X ~ 100,000. feet Error type 19

CROSS SEC'l'rON Toe area of the line segment cross-section.

ARFA 75. ~ X ~ 10,000. Sq Ft Error type 20

i,
I:i
,l,
iII,
H
 I
ilj
~)
;1
f:
I:
I~
FC?,,~ 3B - ::::E S::C;:?:':: DA"':A ,j
i'

S!":eet of_ _ __
~~a:i.e1:;1: _ _ _ _ _ __
Cl';ed:e-i l:y: _ _ _ __
Dete: _____________

I ,,., " 20
Se~ent
Per!!:".·:~rte~5 (Ft) I I I I I I I , I I" -, r'I ,I I ! I I I 1 I I
00
21 30 31 .. 0 4:
.....
o
I
....
"" ! III! [I IllJ !IIIIIII III I II [] IreD]
5! 60 €! 70 71 e;)

IIIIIII IIII III IIIIIIII [mlIIIIIM

1J :2 C

Ro~grJ.ess Le~gth5 (Ft)

1;I I I I I I I I I; 1 I I I I II I II II
:'1 30 3[ ~c .. : 50

II I I I I !I I II ,-I I ! I I I I I : I mlllllill
si 6a 6: .".J 71 e~

[1111 i IlllJ i II1IIIII n I I I I 1[[Il]-[XJ

,j
:,,111::
 Iii
~ ·1
- ' \ 1
,.,~
r';
1'1
"

H
FORM 3B - LINE SEGMENT DATA I~
I:

SEGMENT The physical perimeter of 8 line s~gment may be entered in from one to eight
,I
PERn-mTERS portions, each of ~hich will corresp0nd to 8 roughness length. The total
length of the perimeters must add up to the physical perimeter of the
line segment. For each perimeter length supplied, a roughness length
must be supplied. Based on these input data, a perimeter ~eighted average
Darcy-Weisbach effective friction factor will ~e computed internally. The
purpose of this procedure is to allow the flogram user to p~ovide different
friction factors for the tunnel sides, ceiling, trackbed, etc.
3- ~ X ~ 1000. Ft Error type 21

~ ,I
~
a
, The total perimeter must be greater than '-41T x Segment Area
tv
!Xl
Error type 70

ROUGHNESS LENG'l'TIS Roughness ler.gth I or in the case of a ribbed t-unne1, equivalent roughness 1en,rh.
o. ~ X ~ 5. Ft ._ .-rer type 22

':

:~ I
I·

~"l
I
 FORV, 3C - LIn: s:r:':Fl\iT "'::A7A

Si::eet of'
r·:ade cy: -... .. -
(.~bect:ed ty:
Date: . --

Segcent Head Loss Coefficients.

Positive Flow t;ep:ative FJ.~ ....

At r:):;'''ard L1r.Il t III I I I JJJ 1fl (I, I , I I , I 'I ro,

~
...o .
I <.1 3D 3 ,• ~~
. "
!1.1
\D At 3ack~~d :~~t
[TTTIITT I I I I I II III II II
41 ~O

~ettei ~all Sar~ace (Per cent)

[I I I I I I II II
r ~
~ !
r~'te:r of' Subsegr:ents
II I I]JuT I I I I
• l 7,]

:;:.ber 0:' Stee.dy-St3.te Feat Sources

~I I I I I I I I I [)X(]
 FORM 3C - LINE SF.CMENT DATA

SEGMEJ!fl' HruI.D LOSS Pressure losses due to flow turning, abrupt expansions or contractions in
COEFFICIENTS segroent cross section areas, and obstrJctions in the flow etc. are expressed
as lir..ear f't.lD.C'tions of the pertinent velocity heads of the moving air by
the use of coe:ficients that are constar..ts for a given geometry. These
coefficients are l--.Ilcwn as head loss or "I:lj.nor" los:.; coefficients. They are
usd. t"erein to describe the losses at the portals and intersections with otber
segI:!ents.
O. ~ X ~ 300 :EXrol:' tYllC 28

WETI'ED '"ALL The per cent of wall surface that is constantly wet in the line se~ent.
SUHFACE C.~ X .::; 100. per cer..t Error tYIle !51·
.....
o
....'"JI
NmIEER OF The number of sub-divisions into which this segment is partitioned for
StJBSEGMElfI'S tt.ermc~"lIamic ca.lculations.
1. ~ f.. ~ 250. Error type 29. 30, 43

NmI.BER OF STEA:iJY- ~e number of fL~ed eource~ or sinks of sensible and/or latent heat in eacb
STATE HEAr SOURCES segment.
C'. ~ X

:1:1::
 7C::L. ~ -~ .. ~- . ...-.. ...... ,
.......
=-::r7 ..... .:. ., ' ....... ~ ....... 1"\._.1"\.
-.. . ..-.-...

Steet____c.f____
;"3.c.e l}": _______
C:-_cc~:ej (:>'"" ~ _ _ _ __
~ate: _______________

Steady-Sta~e Heat So~rce Desc~~p~i=~

• 1 C
St~t!!!g 2u~s:eg:;:e::'".~ \-:..:.::'te:-

I II !I I I I1II
1; ',",

F:l::ir:~ ~t:.:s'~~;::e::~ :'~~..:.~be.:- l

,...
[-1-rTT I i I I I I
0' ~:::.;.;"ce ::'1'<: )..:isc. Eea~ ~O'"..I:-C~ 2! 35
I
W 2. = Eeatfnp: o!" Coo2i.r.g SO'-l!"ce
....
I I I I I I : 1.1 I I
:. -:--
~e~sfb:e r.eat ~a~e (3~u!~r)

:::..a~e:lt Heat ;':a.::.e (Dt~/;::)

rI I I IIIII II c"
~'-

1"11 III1IIII
5 (.
I:!.e4ti!ication
(II I I I I I I I I I I I I I I I !~ I I I I I I I I I I I J><J

,,,'III'II
 'il'
I \ '\ \ d'
ttU *,1 :4,.,,~q"'~1 '1"~l'I'pll'
'!W

FORM 3D - LINE SEGY-ENT DATA

steady- Sta"te :Freat Source Description

Describe each steady-state heat source il, this line segment. The number of times this form is completed
should be equal to the "'lumber of steady-state h~at sources" on Form 3C. If that number is 0., skip
this form. .

STARTING SUBSEGMENT: This is the first subsegment in which this steady-state heat source is found. The
NUKBER starting and ending subsegment numbers indicate the region over which the entire
source is uniformly distributed.
1. ~ X ~ Number of subsegment6 in this segment
Error type. 31

ENDING SUBSEGMENT This is the last subsegment in which this steady-state heat source is found. The
llL"MBER starting and ending subsegment numbers indicate the region over which the entire
....o source is uniformly distributed .
I Starting subsegment number ~ X ~ N~ber of subsegments in this segment
""'" Error type 31

SOURCE TYPE Enter the source type.

1. miscellaneous heat source
=
2. heating or cooling source
= Error type 6

SENSIBLE HEAT The rate of sensible heat addition or removal in Btu/hr corresponding to the source
RA'IE named below. Heat rereoval is Signified by a negative rate.

LATENT HEAT RATE The rate of latent heat addition or removal in Btu/hr corresponding to the source
named belovo Heat removal is signified by a negative rate.

IDElrrI FI CATION Ur to 30 alphameric characters can be used as an identification of the heat source
0":" sink which is pr.i.nted. on the program input verification.
 FO?~·1 3:2 - L:I·7 SF(:~,r?='~ DAl"j'..t·_

Sheet of
~';ade r;:-- ---
ChecAed by: _______
Date:

-.>a11 Eur!'ace ':"e:::pernture and Ir.!:-.ial Air Te:::!,e;::~t·.!re

1 1Q
Startieg St:.csef1::ent :';-..u::.ber
I I I I I, I .I I I I I
~
o II 29
~ Enc!!r..g S:J.lscg:.er;:t );1.=..:::ber-
w I 1 1 1 1 1 I 1 1 11
2' 0 C

1\'"20:: :\:.r!"r..;:e ~er.~c!'"a.tU!"e (D~g F)

I"IIIIIIIL]
31 40
Ir.it :'e.l Dr:r-Bul b Air Tc:::pere::'ure (Deg F)
III IIIIII II
4 1 ~ J
In:': : e.: ·...e-:.-3-..:.1b Air '.:'er.:perr.ture (Deg F)
11111111111><1

,-' I
 FORM 3E - LINE SEGMENT DATA

Wall Surface Temperature and Initial Air Temperature

The 'Wall suri'ace tempfn-ature and initial air temperature must be specified for each subsegment. One or
more forms may be us~l providing the first starting subsegment is number one, the endi~ subsegment on
the last i'orm Is the 'C'ighest sub segment in the segment, and all of the intermediate subsegments are
def'ined.

STARTING SUBSEGMENT This is the first subsegment in which the initial conditions specifien below are
NUMBER valid. The starting and ending subsegment numbers locate the positioning within
the li~e segment for which the initial conditions are valid.
1 ~ X ~ Number of' subsegments in this segment Error type 139, 150

ElIDING stT.BSE~ This is the last subsegment in which the initial conditions specified below are valid.
NUMBER The starting and ending subsegment nuwbers locate the positioning within the line
segoent for which the initial conditions are valid.
Starting subsegment number ~ X ~ ~fumber of subsegments in this line segment
.... Error type 139, 150
o
I
W
.. WALL SURFACE TEMPER-- Used in the computation of convective heat transfer between the system air and the
ATURE valls.
:) ~ X ~ 130 Deg F Error tY)?e 23

INITIAL DRY-J3ULB Initial value t'or the dry-bulb temperature in the segment, If this value is
AIR TmPERATURE unknown, a value equal to the outside ambient temperature is recommended as a first
approximat ion.
e ~ X s. 130 Deg Ii' Error type 24

INITIAL WET-BULB Initial value for the wet-bulb temperature in the segment. Ii' this value is unknown,
AIR T»iPERATURE a value equal to the outside ambient temperature is recommended as a first approxima~
tion. Both the initial dry-bulb and wet-bulb temperatures are assumed to be homogene-
ous C1Ver the length of segment.
o ~ X ~ Initial dry-bu...b air temperature Error type 25
 FC?J,r 3F - L!:iE SEGy"?;'r:" DA7A
Sheet of______
~·!e.de ~
Checked by: _______
-=---------
Date:
------

10
T~n~el ~all Thickness (Ft)
III IIIIII Ii
11 20
Di5tanc~ Between the Insice Wall Surfaces of Adjacent Tunnels (Ft)

T..:~::iEL WALL PROPFRTIES:

n IIIIII1I1
~
o 21
I The~~l Conductivity (Btu!Ft-Hr-Deg F)
w I I I I I I I I I f" I
~

?1 40
Ther-...al DiffUs:'vity ~Sq Ft!Hrl
I I I I I I I 1.1 I I
SURROmillING SOIL PROPERTIES:
If) r
Therreal Conductivity (Btu!Ft-Hr-Deg F) ITIIIIIII"I
51 60
Thermal DiffUsivity (Sq Ft!Hr)
1111111110
61 70
Deep Sink T~perature (Deg F)
1111111111 fZ<J
 FORM 3F - LINE SEGi"l:ENT DATA

Complete this f'orm only if' the Environmental Control Load Evaluation opt. ion is equal to I, or 2,

TUNNEL WALL THICK- Enter the thickness of the tunnel wall in the lil'1.e '3egrnent.
NESS O. ~ X ~ ::SO. Ft Error type 63

DISTANCE BETWEEN Enter the min~ aistan~e between the inside wall ~~faces of' this line
THE INSIDE WALL segment and that of any adjacent tunnel. Enter a zero (0.0) if'there ia no
SURFACES OF ADJA- adjacent tunnel.
CDiT TUNNELS O. ~ X ~ 100. Ft Error type 131

TUNN!LWALL Enter thE thermal corductivity of' the tunnel wall f'or the line segment.
THERlill.. CONDUC- 0.005 !. X ~ 2. Btu/ ft-hr-Deg F Error t:yre 34
....o TIVITY
I
w
0'1
TUNNEL WALL Enter the thermal dif':f'usivity of' the tunnel wall :for the line segment.
THERMAL DIFFUS- 0.005 ::: X ~ 1. ft2/hr Error type 35
!VITY

SUP.RourmIl'lG SOIL Enter the thermal conductivit:, of' the soil surrounding the line segment.
THEffi!..AL CONDUC- 0.005 ~ X ::: 2. Btu/ft-px-Deg F Error type 34
TIVITY

StJRROUNDHm SOIL Enter the thermal diffUsivity of the soil surroundifiJ the line segment.
THERl-1A.L DIFFU- 0.005 ~ X ~ 1. ft2/ hr Error type 35
SIVITY

DEEP SINK Enter the deep sink temperature of' th~ soil surrounding the line segment.
TEMPERATURE O. ~ X ~ 100. Deg F Error type 159
 FO?M 4 - t.:.1iS:'EADY H?.J.T SOL'RCES

ti!:eet of
~:acie ~ ----
Che~i:ed. b~":
Date: ----

S~urce ~ame ,_

III I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I rl
41 ~~
Sou:·ce :L,c=&tion 2es;r:ent

.....
I I I I I I I I I II
o 51 6D
I
...
-.l
SO'.1rce Location S:.:.o.::eg:-.er:t W:!.thir. the Se~ent [n~J~n-~rrI I [XJ
1 ' 0

'::ensible ::eat Ra~e (Btu/Hr)

I I I I I I I I I r'j
II 2Q
La~e~t neat Rate (Btu/r.~)
1111111110
21 3~
Ei:::~lation T!r::e After "!;ic!:l Source Beco:es Active (Sec)
( I I I i I I I rTI
3!
Slculation Ti~e Aft~: vh!ch S~urce Becomes Ir.active (Sec)
11--r"1~I-,r-c~
I TI'-Ir-T
 FORro! 4 - t':!rFTEADl HEAT SOURCES

This form must be filled out for each unsteady heat source entered in the "~Tumber of Unsteady Feat
Sources" on Form ID. If e. O. was entered on Form ID, skip "to the next form.

SOURCE NAME Name identifYing the ~ource. This information will appear in the input verification
printout. Up to 36 alphameric characters may be 'Used.

SOURCE LOCATION Tt.e identification m:mber of the line segment in -which the unsteady heat source
SEGMENT is located.
X may be any valid line aegment I.D. number Error tYlle 138

SOURCE LOCATION The number of the subsegment within the segment in Which the unsteady heat source
.... SUBSEGMEN'I' WITH- is located.
o IN THE SEGMENT 1. ~ X ~ rfumber of subsegments in this line s.:gment
I
IN Error type 139
(Xl

SENSIBLE HEAT The rate of sensible heat release by the unsteady heat source in Btu/hr.
PATE

LATENT HEAT RATE The rat'! of latent heat release by the unsteady heat source in Btu/hr.

SIMULATION TIME The sUmLlation time after -which the unsteady heat source becomes active.
AFTER WHICH X ~ o. Sec
SOURCE BECOMES
ACTIVE

SmULATTON ':rIME The simulation time after -which the unsteady heat source becon:es inactive.
liTER WHICH Time after -which Source beccmes active S. X Error type 140
SCURCE BECOMES
INACTIVE

~~~."".-
 FC'~:'! 5A - V?;;;' .rU.TIs~r S:~P_?:, ,,;)h.'?A

fLeet of_ __
r:~::le
rcy: _ _ _ _ __
Chec}:el ,-~r :____
Date: ______________

! 1q
:de~~l~ication Number
Wllllllll
2cctior.- Type 1. = i'ent (Fan or l{o Fan)
2. = Stairway CI I I I I-I I I (J
....
o,
"'.
'" Ide~+:~·c~4·on T-'t~e
21 -~~~~~ ~~. .~ ~ _ C5

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I [Xl
 FORM 5A - VENTIMTION SHAFT DATA

The series 5 torms must be fi21ed out for each ventilation shaft in th~ system. The order in which
these venti2ation shafts are described must be in the same sequential order that the ventilation
shaft sections were entered on form 2B. All the necessary series 5 ~orms are fi12ed out for the
first ventllation shaft and then this procedure is repeated for the second ventilation spaft and
so on until all of the ventilation shafts have been described.

IDENTIFICATION The number by which this vent shaft is identified. This number may not be used
l\'UMBm to identity any other line segment or ventilation shaft.
1. ~ X ~ 999. Error type 149, 162

SECTION Enter the ventilation shaft type:

TYPE 1. = ventilation shaft or blast shaft (mayor may not contain a fan)
2. = stairway or escalator
Error type 16'(
....o
I
o"'"
IDENTIFICATION This will identitY the ventilation shaft, and may be used to indicate its proximity
TITLE to physical landmarks. The alphameric :!'nformation coded here will be printed out
during data input verification and on the out:put forms. Up to 36 characters may
be used.

..~
 ,
FORM 5B - V:~J:7:::.A-::·:C~~ S:tll.F7 r.A7'A

Sheet_or
r'-:ade "b:{ : _ _ _ __
C:leci:cd cy: ____
Date: _____________

1 ' 1 r.
:::;'":l~e:- of SP.s:r:er.';s i!1 t~is Vent Sha!'t
I II II II II II
)1 ~ ~

::-..::::be:- of S·..:.bseg::.en~s in Res'.lltin~ Equiva!ent Vent Sr.a.f't

I I I I I I I 1J r "I
;: 1 ~.

~ra:'e ?ree Area (Sq Ft)

I I I I I I I I I II
bI ::.1 ~0

~ ~es:g~ :'i<:lri.::;:.= Cu-:;r:..c~ ,;'ir Veloci";y at Grate (IT~'!) , , , I , TrI.l 11

4I
~'!i.ll S~r!'ace '!'e:r.pe~at\.U'e (Deg F)
I I I I I I TIIT]
< I ; '~

!ni~!al Air try-Bulb Temperature (neg F) I~ I I I I I I I I ! I

(" 7"
:~itiel Air he~-Bulb Te~rerature (Deg F) , " , I I , , , I '" I
71 Eo ~

Stack Height (ft) I I I I I , I , I-TI?<]

i.1

~. j~
 FORM 5B - VENTlLATIOJJ SHAF'l' DATA

lUaIIR SE<IIIITS This nllllber corresponds to the total number of segments in the Tent Abatt.
D THIS
0,.var SBAPT I.! X Error tJPe 112
lI(ICBER 01' SUBSm- This nUlllber corresponds to the totu number ot subsegments the user desires to
MEII'1'S D RESULTUG baTe in the equivalent straight-through V'ent shaft calculuted by the BES.
EQUIVALDl' VEI'l' 1. ~ X ~ 300. Error type 42, 43
SlW'T

GRATE FREE AREA This area correspoDds to the total tree area open to air floy of the vent
shatt grating.
3. .! X ~ 3000. Sq l't Error type 38

DESIGB MAXIMUM This DUIlber corresponds to the design JDA"t1mum outflow air velocity at the vent
00'rli'L0W AIR VELOC- shaft grating.
.1'l'J AT G:RAn O. ~ X !. 6000. PPM Error type 169

WALL SURFACE Since heat transfer is canputed across ventilation shaft valls, the program
~ ~ERATURE must be supplied with a value for the -;;:811 surfaCIl'! temperature.
I 20. S X s 130 :neg F Er-ror type 23
...o
"" INITIAL AIR DRJ- Initial value for the dry-bulb temperature in the ventilation shatt sepent. If'
lliLB TDIPERA'l'UBE this value is unknown, a value equal to the outside ambient temperature is reeO"llllellded
as a first approximation.
O. ~ X ~ 130. Des F Error type 24

:nrITUL AlB Wft- IrJ.t!al value tor the wet-bulb temperature in the ventilation shatt sesnent. I t thh
lIJLB !'DfPERATmm value is unknown, a value equal to th.; outside ambient temperature is recOlill'llended
.8S a first approximation.
O. !. X ~ Initial air dry-bulb temp. Error type 25

STACK BEIGJrr This number corresponds to the ditterence in height between the node at the twmel-
vent shatt junction and the node at the surface of the vent shatt Yb.ere the vent
discharges to the atllOsphere. The stack height should not be greater than the sum
ot the lengths of the individual segments in this shaft (see Form 5D). Enter a
zero it buoyancy effects within the sba:rt are negligible.
O. ~ X ~ 1000. Ft Error type 31 t 173

,~
 ",
Iil
:ji
FORV. 5c - '';'i':;:'i::-u:r:;:c:~ s;.r,~::: -::A~A ! ~i
f ,I
, ti
t ;,~
!, 1:1i~
II !~
'"
i

Sheet ';)1'_ _ __
Male r:,. :.,....______
Chec;;:e'J. by: _ _ _ __
Date: _____________

Fan :r:!"c~atic ••

O.:a (.;0 :3.:-..

:";1 Ty.l-'!
1. ,2. ,3 .... == :'y;:e of Fe.:l I I I I I I I I I IJ
..... !l ~,
o
I
~ ~!~~lat!o~ 7ir.e h~:e: wt!:h FS:l Sw!tcnes On (Sec)
1M '\
Illlllll.lll
S:::::.la':.1on ':'i.:! e t.fter ,;r:ich Fan Svltches erf (Sec)
(, 1111111 rl
31 l. (l.

+1.0 = ?~r.a:;.st
or O:;.t~:o~
~ireetio:l o!" Fan Operaticn -1·0 = S:;.pp:.v or In:-l~w flllll! III M

,~
 FORM 5C - \~ILATION SHAFT DATA

Skip this form if the "Number of Fan 'I'y'pe~" on form ID is O.

FM TYPE This number identifies which fan type is being u::ed in this particular vent shaft.
If there is NO fan, enter a zero and skip the rema:i.nder of this form. If there
IS a far:, enter the fan type number (n = 1,2,3, ••. ) <md complete the rest of
this form.
o. ~ X ~ N=ber of fan types Er~'or type 170, 171

sn·nJLA~ION This entry allows the user to define the operating period of the fan. Enter the
m~ AF"iEl time in the simulation the fan S\o-itches on.
wEICH FAN X :<! O. Sec. Error type 16
SIl!TCEES ON
.....
o
I
.::.
..,. SIMUIA'I'ION T~is entry alloys the user to define the operating period of t~e fan. E.,ter the
'IIl'!E APTER time in the simulation the fan switches off.
....1!ICR FA!1 Time fan switches on < X Error type 7t:
s\~-:TC7.ES OFF

DIRECTION OF Enter the direction of fan operation.

F.k..!"1 DPERATIO~
Shaft open to Atmosphere:
+1. outflow (exhaus+; direction
-1. = inflow (~~~ply) direc~ion

Cross Passage shaft Net Directly open to Atmosphere:

+1. = fan operates in t~e direction of positice airflow in the shaft
-1. = fan operates i'1 the direc+:ion of negative airflow in the shaft
 c.
...
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"I ,;-~'. --1

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t~

n k
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.:
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10-,15
 ... I!"II'·""
!.II~W.
Irn!~'~1

FORM 5D - VE.BTlLATION SHAJT DATA

V..ntilation Shatt Segment Description

'l'hill forJIl 111 used to describe each of the segments counted in the "Number of Segments in this . . ant shatt"
011 Fom 5L.

LENarH Inter the l.ength ot the ventilation shatt seSlDent

O. ~ X ~2000. Ft Error type 40
10. S. Total length of !Il.l segments in vent shatt ~ 2000. Ft Error type 190

AP.EA Enter the crosa-section&l. area ot the ventilation shatt segment.

'l'be area of the first segment is utled as the equivalent vent shatt area, and all
velocities In the vent shaft are given with respect to this area.
3. ~ X ~ 3000. Sq Ft Error type 38
.....
o
I
..,.
0'>
PERIMETER Enter the perimeter of the ventilation shatt segment.
5. ~ X ~ 500. Ft Error type .:s9, "(0

SEGMEI'l' Pressure losses due to flow turning. abrupt expansions or contractions in

BEAD LOSS COIFFI- ventilation shat't cross-section areas. &nd obstructions in the now etc. are
CIElftS expressed all llDear functions of the pertinent velocity heads of the moving air
by the use of coefficients that are constants for a given gecmetry. These coefft-
'cients are known as head loss or minor loss coefficients. 'l'be:y are used herein to
descd:he the 10llses in the shatts and their J'mctions with line segments.
Each of the head loss coefficients are entered with reference to the area ot the
segment with which th~ are entered.
C. ! X ~ 300. Error type 28
'o,
0

"
,()

.., ,>
." 1)
+-'
tlJ
Q)
~J
't'
.--r, ,q'
()

.-'; \~i
UJ !:l f.3 (

rl
N

,--·f

.'''""
p,
o

I.
o

'<j
~
g
PI
1).:,,1
.; ',i
.~.! !J
IlL .:; ;',;
r: ~ ~-,
./".., I p~
X ,,::: ~:
·d 0 Q)
~.: :-"': f- ~

II II II

rl N f'l

GI

F;

10-47
 FOfu~ 6A - NODE DATA

Series 6 forms must be completed for each node in the system.

NODE NUMBER Enter the identifying number of the node.

1. ~ X ~ 400. Error type 154, 165, 183
X must be any node identification number

NODE AERODYNAMIC Enter the node aerodynamic type.

TYPE
o. = straight-through junction or portal
1. = tunnel to tunnel crossover junction
2. = dividing wall terminaf~ion Junction
3. = "T" junction
~. = anb1ed junction
5. = "y" junction
I-'
0 7. = zero tota.l pressure change junction
....CDI
Error type 177

NODE THERMODYNAMIC Enter the node the:::-mooynamic type.

TYPE
1. = mixing node
2. = partial-mixing node
3. = temperature/humidity boundary condition

Error type 166, 178, 179, 184, 198

 ?O?~·: 63 ::::::::: r;'.r 11

~~ee~ ___c~
;·~a,j ~ ~c:r :______
Dai:y :3~'.!n·iery Co:::'i tio!1 :C~ta C!;.ecf:e:l C "

(Co!"::ple:e t:-.. is fCr::l ~or t~e~cd::r..a~ic t:t::e 3 noc.es onl~") ':Ja-:'e : ________

il!-y-:::..:.lb 'I"e::::.cerature at ::7o-.:..d.ary (~eg F) I 11 I I I I I I I I' I

11 ~

";~t-B·..:.lc Te:r.perature at Eot:.ndary (Dep; F) I I I I I I I I I II

....
o
C~:",p",".ete t!'.~ r..'~:':~ 4 e~;~r:'es cr.. :'y if tbe En'\":'ro~:.e~"ta:'
I Co:-:::.rcl :'oac. E·.-a:....:.a:.:o:l Option is 1 or 2.
""I.D 21 3C
~·~o~~ing rr:'":l-::~":'::'~ 7e~.pe~··e.-:"J.re (~ep, :') I I I I I I II I II
r.:ornir~ ;'iet-Jt;:"t> ':"e7,perature (reg F) (11111111 fl
to 1 ' ~

E:",,~eni~@: O~ C!~ ~O'..l~ ~r:r-:a:.:.l b B,o ....i.r..c.a.ry Conc.:. tior. ':'e:-:-.pere.-: "J.:"e (!::er, F) I II II IIII I]
51

~,~en!:--~ or C!"~ Po:;.r ~·e~-3~.lr ::o',;.r.::a~y Cor:c.i:ion ':"'C:7~~,::,"a.:';..:.::::e ':l2/--'" ?) I I I I I I I I I I~I><J

 FORM 6B - NODE DATA

Complete this form for thermodynamic Type 3 nodes only.

DRY-BULB If the dry-bulb temperature at this boundary node is different fro~ the ambient
TEMPZPJtTURE condition, enter the dry-bulb temperature here. If it i~ the same ss the
AT BOUNDARY ambient condition, enter zero (0.).
-50. ~ X!>: 140 Deg F Error type 7

1-lET-BULB If the wet-bulb temperaturl'! at this boundary node is different from the
TDlFERATURE ambient condition, enter the wet-bulb temperature here. If it is the same as
AT BOUNDARY the ambient condition. enter zero (0.).
-50. ~ X ~ Dry-bulb temperature Error type 8

Co~plete the next 4 entries only when the Enviro~~enta1 Cont~cl Load Evaluation Option is Lor 2.
If the morning and evenin~ ari-bulb and wet-bulb temperature conditions ar~ different from the
corresponding ambient conc.itions entered on Form IF. enter all four conditions below. If the
conditions are the same as the ambient conditions, enter zeros.
t-
o
I
IJ1 MORNING DRY-BULB Enter the dry-bulb temperature f~r the node corresponding to the morning rush
o
BOml1:A.'qY
. C01;rDI- hour.
TIOrr TEl.fPERA'l'UP.E -50. !>: X ~ 140. Deg F Error type 7

HORNING WET-BULB Enter the wet-bulb temperature for the Dade corresponding to the morning rush
BOL'NDARY Cm:DI- hour.
TION TE1,!PERATUI'tE -50. ~ X ~ Morning dry-bulb temp. Ex'ror t.,rpe ()

EV'DiING O~ OFF Enter the dry-bulb temperature for the node corresponding to the evening rush
HOUR DRY-BULB or off hour.
BOtJ:iDARY CaNDI- -50. ~ X ~ 140. Deg F Error type 7
TIa~r rn·PERATURE

EVENING OR OFF EnteT the wet-bulb temperature for the node corresponding to the evening rush
HOVE "'ET-BTJLB or off hour.
BOUIIDARY CONDI- -50. ~ X ~ EvQning dry-bulb temp. Error type 8
TION TEr.rFERAT'JRE
 C>

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ee
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U tl 0 0 0 u
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10-51
 FORM 6c - NODE DATA

This Form is filled in for type 1 Aerodynamic Nodes only.

SECTION IDENTIFICATION E!.!;::-r tl:e bection ~dentification nUt:1ber of the section that constitutes
NUNEER OF BRANCH 1 Branch 1 for thi s aerodyna..,,-ic type 1 node.
X ~lSt be any valid Section I.D. number

SECTION IDENTIFICATION Ente:.- the section identifit:s.tion number of the sec+.ion that constitutes
NUMBER OF BRIu .H 2 Bran~h 2 for this aerodynamic type 1 node.
X must be any valid Section I.D. number

.....
o SECTION IDENTIFICATION Enter the section identification number of th~ section that constitutes
I
;".
IU
NlJMBER OF BRANCH 3 Branch 3 for this aerod~~amic type 1 node.
X must be any valid Section I.r. number

SECTION IDENTIFICATION Enter the section identification number of the section that constitutes
I'tJNBER OF BP.P.NCH 4 Branch 4 for this aerodynamic type 1 node.
X must be any valid Sectio~ r.D. number

ASPECT RATIO Enter the ratio of the length of the crossover opening to twice the
height of the tunnel (L/2H).

, t
 FOT'.:·: CD - :;:~E LA7A

Sr.ee-:.____o f ____
~·:a·:l~:._ :::r :_____
c::(:c!:c~: -~. .:;r:
:::'a t~ =_ _ _ _ _ __
Ae!"o:!:';::'~:::ic ::oc.e ':'ype 2

Di vi:":.:>..: ~.:=.=-.:. :e:,,:::i.~s::i:1:. t..... l:rA~t :'or:

o o
(i)

I-' 10
o
I
VI Sec:ior. :d.er..t:~:'cD.:'icr: ~:u..-:1:er of" 3::"anch .,
W I I I I I I I I I I1
1: ••

Section ::!enti:'::'cation r,\!,,:,.cer of Brar.c!: 2 I I I I I I I I I II

Secti~n Identification r;:.;.:::'cer of.' Branch 3
IIIIIIIITI D<l
 FOro! 6 D _ NODE DATA

T .is Form is filled in for tYlle 2 Aerodynamic Nodes only.

SECTION IDENTIFICATION Enter the section identification number of the section that constitutes
MiNEER OF BRANCH 1 Bran~h 1 for this aerodynamic type 2 node.
X must be any v~lid Section I.D. number

SEC'!'TON IDENTIFICATION Enter the section identification number of the section that constitutes
NUl.ffiER 01.' BRANCH 2 Branch 2 for this aerodynamic ty:pe 2 node.
X must be any valid Section I.D. number

....
C
I
V>
..,. SECTION IDEWfIFICATION Enter the section identification number of the section that constitutes
Nt'MEER OF BRAlrCH 3 Branch 3 for this a~rodynamic type 2 node.
X must be any valid Section I.D. number

,I
 ?::t,: cE - ::c:':r ':;:...·_.~A

2r.eet of
~·:~r)e s-;- ----
~ ...
C:-:e~~·,C'd
rate: ______________
~""--_

.\eroc~-::a.:~,i c ~:cc.~ Type 3

_ _ 10 1
---;;:::::0:---
(0
t'·,H
'-J l~./:!t. ic::

....
o 10
I
VI Se:t:C:l ~de::~!fice.:~i~n :·:·:.L":"..ber o~ Bra.'lch 1
III ITIIIIII,III
11 Ie
Sezti0~ I~e~~i~icat:on ~~~cer of Branch 2 IIIIIIIII II
r} ,

Section :c.e:,.--.:.ifi~a't.:'c~ ::u.-r::1::er of Bre.nch 3

r I I I I I I I I rJ
31 ,•.~
l.a;,ect RatiC'
I I I rr-IlHTT I M

,l.
 FOPM 6E - NODE DATA

This Form is tilled in for type 3 Aerodynamic Nodes only.

SECTION IDENTIFICATION Enter the section identification number of the section that constitutes
!M·mER OF BRANCH I Branch 1 for this eerodynamic type 3 node. Area Branch 1 ~ Area Branch 2
X must be any valid Section I.D. number

SECTION IDEN~IFICATION Enter the section identification number of the section that constitutes
~:U1.ffiER OF BRA1:CH 2 Branch 2 for this aerodynamic type 3 ncde.
X must be any valid Section I.D. number

.....
o SECTlo:T IDENTIFICATION Enter the section identification number of the section tha+. constitutes
I
V1
(J'\ Nm·!BF:1 OF BRANCH 3 Branch 3 for this aercd~T.amic type 3 node.
X must be any valid Section I.D. number

ASPECT RATIO Enter the ratio of the axial length of the vent shaft along the tunnel
to the vent shaft width at the vent opening to the tunnel (L/W).
0.1 ::; X ::; 50.0

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10-57

--=--=-~
 1"01\:/f 6F - NODE DATA

This FOnl is filled in for type I. Aerodynan:ic Nodes only.

SECTION IDEN'l'IFICATION Enter the section tdentification number of the sect:ion that canst '~tutes
r;t;MBER OF BRAI'<CH 1 Branch 1 for this a,=?"odynamic type 4 node.
X ~ust be ~~y valid S~ction I.D. number

SEC';:ICN IDENTIFICATION Enter the section identification n~~ber of the section that constitutes
=ru:.:J3ER OF BRMeR 2 Branch 2 for this aerodynamic type 4 node.
X m~st be any valid Section I.D. nurr.ber

SECTION IDE1iTInCATION Enter the section identification number of the section tt~t constitutes
WISER OF B!{PJ((?E 3 Branch 3 for this aerodyna~ic t)~e 4 node.
..... X must be any valid Section I.D. number
o
I
U1
CD
ASPECT RATIO Ent~r the ratio of the axial length of the angled tunnel o~ening to its
height. 0.1 ~ X ~ 50.0

JIDICTION Ju"GLE 9 Enter the angle between Branch 2 and Branch 3. This angle m~y only be
entered as either 10, 20, or 30 deGrees.
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FOID1 6G - NODE DATA

This Form is filled in for type 5 Aerodynamic Nodes only.

SECTIm~ IDENTIFICATION Enter the section identification number of tr.e section that constitutes
NUMPER OF BRA},CH I Branch 1 for this aerodynamic type 5 node.
X nust be any valid Section LD. number

SECTIO~r IDE1'TIFICATION Enter the section identification number of the section that constitutes
N1-1.ffiER OF BRAliCH 2 Branch 2 for this aerodynamic type S node.
X must be any valid Section I.D. n~~ber

SECTION IDENTIFICATION Enter the section identification number of the section that constitutes
NUMBER OF BRANCH 3 Branch 3 for this aercdynamic type 5 node.
t-o X must be any valid Section I.D. number
o
I
0\
o
ASPECT RATIO Enter the ratio of the axial length of the angled tunnel opening to its
heiv;ht. 0.1 s X So 50.0

_,"'tr
JUNCTION ANGLE e Enter one-half the angle between Branch 2 and Branch 3. This a~g.l.'" -- ....
only be entered as either 10, 20, or 30 degrees.
 ?C?:··~ 6H - ~C,~? Dj1.:A

S:.':oet cf____
I!"!.ie ::/: _ _ _ _ __
C;[;~ci:.ed t:: : _____

r a t e : _ ._____

Geo::!et:-:'cal Confip:ur&tion of 'l'bTl:".od:rna.:;;':'c 'Type 2 Iicdes

I"l I I I I I I .! TI
1;
Sec't !c:-.. s Cc::::e:'t.ec. to ':.. te~s.l St:.bnode U An
I I ! I ! [T-r r In]
I-'
o
, 21 , ".
C\
.... I II I II III II
31 =-4 C

Sect ion ConnE',:ted to 71:er::-.al Subnode "B"

I I I I I I II I II
4 ' ~ r'

,", , , I , , I , r I J

Sections Com:ected to :'her::o.l Subnode "e" I I

rI I I I I I (J 1

61 ";
I , , I I , I , I I [XJ
 FORM 6 H - NODE DATA
/

,'~omplete this form only if the node thermodynamic type is 2.

SEC'ITONS ,"0NNECTED Enter the identification number of the sections connected to the thermal
TO THEELAL SUBl':ODE "A" subnode "A".
X must be an identific~tion number of a section connected to this node.
Error type 153, 181, 182

SECTIOrl CONNECTED Enter the identification number of the section connected to the thermal
TO THERMAL SUBNODE "B" subnode "Brr.
X must be an identification number of a section connected to this node.
.... Er~or tj~e 153, 181, 182
0
I
C1\
l\J
SECTIONS eommCTED Enter the identification number of the sections connected to the thermal
TO THERlI.AL SUBNODE "e" subnode "C".
X must be an identification number of a section connected to this node.
Error type 153. 181. 182

....-.,",,'
..
 ':l1;"C ("0 'T"r.,...' ~ r-,~
FC?.:'~ 7A - ?A:,~ _"'~""'·"'N._r ........ _~

~:-.ec-:. ___c ~____

!':3.2e cy= _______
C}-~~~t:e:1
ra~e: ____________
--

:a~ Ide~t~:icatio~ ~~
I

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I II I I
:,

Ai:- r:e::si~y at ;,"::i~:: ~!':e ~ ~ .... : e~ ~'.J:~~a::ce C~r~"e 1..;as :7.cas'l:.1"ed (11: s /CCl 'to. ,

t-'
o
1"1 I I I II I I I i
I

f!: ':"i:::e F.eq:.:ircd :O!" ?9.:l to R<;<lc:: F'L:ll Opere. t ir:e Speed (':;cc)

FA:: ·,:':~E~~.A:':';ZG ~=:,:I'-=-S

(11111111 C,
(CF:'~):
; , 7'
Lower Flow Li~it
r", ,I , , I , I '"'
i~ ~J

tipper F:'ow Li:;-.i t [ IJ-r .r II"' , , [Xl

---
 FORM 7A - FAN DESCRIPTION

FAN IDDfflFICATION Informat~on identifying the fan being described will appear on the input verifi-
cation printout. Up to 36 alphameric characters can be used.

AIR DEnSITY AT Enter the air density at which the manufacturer measured the fan performance
TNHICH 1'HE FAX curve. The program wD.I internally adjust the fan performance curve to adjust for the
PERFOP!W;CE CURVE difference between this density and the system ambient density.
WAS MEAStJ"RED O. 040 ~ 7.. So 0.085 lb/Cu Ft Frror type 187

T:nZE FEQUIRED FOR ~his number corresponds to the amount of time required of the fan to overcome the
FAN TO REACH FULL inertial effects of its blades and motor in reaching its full operating speed.
OPEFATING SPEED

X .5. 300 Sec. Error type 176

FAN Enter the minimum volume flowrate that may be obtained by this fan.. If this fan
LOWER F!.OW LIMIT falls below this limiting flowrate, the simulation will do one of the following,
..... de,ending upon the fan stopping/windmilling option entered in Form IE.
o
I
a>
",.
1. If fan stopping/windmilling option = 1., the fan will shut off and the simulation
will continue.
2. If fan stopping/windmilling option = 2., the fan will shut off and the simulation
will terQinate immediately.
- 50,000 s. X $. CPM
° Error tYJle 193

FAN Enter the maxU11l1ll volUQe flowrate that may be obtained by this fan. If this fan
t'PPER FLOW LOOT exceeds this limiting flowrate, t~e simulation will do one of the follOwing,
depending upon the fan stopring/windmilling option entered in Form IE.

1- If fan stopping/windmilling option = 1., the fan will shut off and the simulaticn
will continue.
2. If fan stopping/windmilling option = 2., the fan will shut off and the simUlation
will terminate immediately.
1,000 ~ X 5 2,000,000 C~, Frror type 194
 "

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10-65'
 FORM 7B - FAN DESCRIPTION

Tar~ PRESSU"RE RISE This tan chcracteristic curve is described b.y the cubic polynomial cu~e
VS. fitting of four data points. Tne data is usually taken from manufacturer
VOLUME FLOWRATE supplied fan curves. The data pOints entered should cover the range of
:fan volume flowrates f'rom zero CFM to the point where the total pressure
rise across the -fan is 0 In. w.g. Also, the points entered should be about
the same distance apart on the CFM scale. The program assumes all fans
are bi-directional. operatir~ on identical :fan curves for both inflow and
out:flow u~less the user supplies different fan curves for both directions.
If the fan operates in the outflow (exhaust) direction only, a blank card
or all zeros may be entered for the curve data points specified fo~ the
inflow (supply) direction, and vice versa.
I-'
o Total pressure rise: -15. ~ X ~ 50. In. v.g.
I
C!I
C!I Volume flow'I'!l.te O. ~ X 5. 2,000,000. CFM

Error type 68, 69, 75, 85, 163

 FORM SA - TRAIN ROUTE DESCRIPTION

Sheet of
Made by: ---
Checked bY! ___ =====
Date ! _ _ _ _ _ •

l Route Identification 3~

III I I I I II I II I I I II I III I I I I III I I II 11J

35 66

III i ITrerITOJ TImf I I II I I I I I I I I I I JI<]

10
Train Scheduling Origin (Ft)
....
mnlJITll
o 11 20
• Nllr.Iber of Groups of Trains that could Enter Route
....
'" I I I II I II I II
21 30
NUMber of Track Sections in this Route
[TIll] 11111
31 ~o

Delay Time Before Dispatching First Train (Sec)

(Train Pp-rformance Option No. land 2 only) [[mill II]
~1 so
First Train Type
Willi III]
51 60
Minimum Coasting Velocity (MPH) I [I TlTTur-Il I
61 70
Coasting Option
,-[ I II I-[I]]-IXI
0.0 - maintain minimum speed
1.0 a accelerate from minimum speed
 FORM 8A - TRAIN ROUTE DESCRIPTION

Skip this form if the Train Performance Option is zero.

ROO'l'E IDEm'IFlCA'tION Any alphameric description of the route. This information will be printed
in the input verification.

'rRAIN SCHEDULING Indicates the position along the track route from which train op~ration
ORIGIN originates. It must be greater than or equal to 0, feet,
O.~ X ~ 1,000,000. Ft Error type 71,120

NU~ER OF GROUPS This indicates to the program th!:: llumber of train dispatcher groups which
OF TRAINS THAT COULD ~y be simulated on thi~ rout~.
ENTER ROUTE 1. ~ X ~ 15. Error type 64

.... NUMBER OF TRACK Enter the total number of track sections in the route.
o SECTION~ IN 'rHIS O. ~ X ~ 260. Error type 3, 48, 93, 123
I
::ro ROUTE
co

DE!..~Y TIME BEFORE Enter the amount of time after th~ beginning of the simulation the user wi3hes
DISPATCi:ING FIRST to delay the dispatching into the system of the first train on this route,
TRAIN O. ~ X ~ 10,000. Sec Error t~~e €7

FIRST TRAIN TYPE Enter the type number (N - 1,2, or 3) of the first train dispatched into the
system on this route.
1. ~ X < "Number of Trab Types" on Form IE Error type 65

MINIMUM COASTING Enter the minimum train velocity permitted on this route during coasting.
VELOCITY O. ~ X ~ l5C mph Error type 211

COASTING OPTION Euter the mode of operation for the train if the minimum speed is reached
while coasting.
0.0 = maintain minimum speed
1.0 = accelerate from minimum speed Error type 215
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10-69
 FORM 8E - TRAIN ROUTE m::SCRIPTION

Skip this form if the Train Performance Option is O.

NU1BEROFTRAINS This num~r corresponds to the total ITJmber of trains in the train dispatcher
group.
1. ~ X ~ 1, 000 • Error type 66

TRAI:i TYPE Enter the type identification number (N = 1,2 or 3) of all the train~ in this
group.
1. :S. X :S.. "Number of Train Types" on Form IE Error type 65

I-'
o
I HEADWAY Enter the head..,..ay of the trains in the group. The headw.y is defi'led as the
-.J
o tine interval bet~..een this train and the preceding train.
O. :S. X ~ 10,000 Sec Error type 67

1
"..""~ ,~ '" ,1itI<1"'it'" .- I
 FORM BC - TRAIN ROUTE DESCRIPTION

Sheet of
Made ~
-:------
Checked by: ______
Date: ______________

Track Section Data

(Fill one sheet for each track section on route)

10
....o Lo=ati~n of Forward End of Track ~ection (Ft)
....:
rl I ! II : I I I]
..... 11 20
P4~ius of Curvature (Ft)
III I III IIII
21 30
Grade (P,=r cent)
IIIIIIIIIII
or 31 40

Elevation of Forward End (Ft) IIII I1II III

41 50
!laxinu!" Allo,.·able Train velocity (MPH)
IIIIIIIIIII
51 60
Coa3ting Parameter
[ I I I I I I I I I [Xl

t
 FORM Be - TRAIN ROUTE DESCRIPTION

Skip this form if train performance option is O. or 3.

LOCATION' OF The location of a track section is defined as the distance between the route
FORWARD END OF origin and the forward enn of the track section. The forward end of a track
TRACK SEC"l'Iaf section is the end which is farthest from the origin for that route.

o. ~ X ~ 1,000,000. Ft Error type 12, 13, 71

RADIUS OF iK)rizo~tal curves are described using the radius of curvature. When the track
CURVATURE section is straight, the radius is entered as zero or as a blank.
75. ~ X; or X = O. Error type 14

GBADE OR ELEVATI'JN The grade of the trac~ section may be entered as a positive or negative percentage
OF FORWARD END or as the elevation of the forward end of the 3ection measured positiv~ly with
respect to an arbitrary dat~~. The program automatically computes the per cent
o grade when the track elevation is supplied and vice versa. An elevation of O.
, cannot be entered. It must be entered as a number close to zero, but greater
...,..... than 0.02 feet •
Grade < 10. per ce~t Error type 15

MAXIMUM ALLCIIfABLE This quantity must be supplied for each track section when using train p~rformance
TRAIN VELOCITY option 1, and must be skipped when using option 2 or 3.
1. ~ X ~ 150. MPH Error type 16

COASTING This quantity indicates whether coasting is permitted in this track section.
PARAME'l'ER
0.0 No coasting permitted in this track section
1.0 Coasting is permitted.

Coasting can be simulated only when using train performance option 1.

Error type 212, 213
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10-73

---~~
 FORM 8D - TP~IN ROL~ DESCRIPTION
Skip this form if tra~n perf~i~ence option is 0.,2., or 3.
The subway system be~.ng sin:ulated can contain a number of :2.c>cations at which ~he front of all trains
ope~ating on that route will ste>p. These stops need not necessarily correspond to stations, but rather
c;::n occur at any desired locaticn throughout th~ systen.

m.'XBEJ'l OF This &ignifies t~e total number of s~heduled stops (if any) in the system. A
SC::iEDtJLED STOPS corr~sponding number of stop locations and dwell times must be provided.
O. ~ X ~ 124. people Error type 48

NUl-rBER OF PERSONS Enter the total number of pe~sons aboard the train at the train scheduling orig~r..
ABOARD TRUN AT The number of people leaving the train at a stop must be less than or equal ~o
SCHEDUI.nrG ORIGIN the number of people already onboard the train prior to the stop.
O. ~ X ~ 4000. people Error type 9, 121

LOCATION ON ROUTE This indicates the location along the system coordinate (in feet) at which the
WHERE FRONT OF :front of all trains on the route must come to a complete stop.
'IP~mS STOP o. ~ X ~ End of last track section Error type 49

Dv.'ELL TIHE Each stop is characterized by an individual dwell time or length of pause in
seconds. For example, passenger flow may dictate a dwell ti~e of 20 seconds
at one station and 4c seconds at another.
O. < X ~ 600. seconds Error type 50

mmrn CF PERSONS Enter the net gain or loss of people from the train at the stop. The net loss
~rrERING TRAIN AT of passer~ers ca~~ot exceed the number of persons on board the train prior to
aTOP the stop.
-4000. ~ X ~ 4000. pe0ple Error type 9, 121

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10-75
 FORM 8E - TRAIN RCtJn DESCRIPTION

Fill ~his form out only for Train Performance Options

2 (Explicit - ?rain heat rejection cOr.1puted) and
3 (Explicit - Train heat rejection input).

!>:1JI·lBER OF SPEED- Enter the total number of explicit data poiLts for the case of train perf"crmance
TIXE PROFILE option 2 or 3. The p~cgran will use line~.r interpolation when data is required
PCmTS bet"'een t~e pOints GUJ::pl::'ed by the use~.
2. ~ X ~ 201. Error type 45

TRII.IN SPEED Each datR point consists of entries cf train velocity in ~PH vs. time in seconds.
VS. This information can be obtained eHeer from a recording speedometer aboard a train
'ln2 or fro!:! a r.:anufacturer I 5 supJ::lied c'ata. The prograr.:: uses this ir.forr.1c.tion to compute
the accelerat::'on G:geed and locati0n of tr.e trai:I at ar.y !;oint in its operating cycle.
Previous time ~ Tin:e (Tin:e must not be entered ir. decreasing order)
Error tYT.le 46
o. :: Train speed ~ 150. t·:FH Error tYTe 47, 71

POI-TER INP~"!' '::Xl T1.is iter.: is required only if train performance option 3 is being used.
.... P.ESISTOR GRIDS
()
I ACCELEEA':'IOi'I. This is the rate of dissipation of electrical power in the acceleration
-..J
0\ resistor grids and moto:rs. 'i't.e value can be cOIT'.puted as NI 2p/IOCO., where I = the
current in wr.peres through the motors, R = the sum of the electrical resistance in
o11::".s of t!-.e motor windings and the resistor grids in series with ea.ch motor,
X = nur.:ber of motors in the er.tire train. .
O. ~ X ~ 20,000. Kilowatt per train FIror type 90, 92

DFCP,LFRATIO:.r. This 1:.:: the rate of energy Ciissipation in deceleration resistor grids.
It is {~oual to tbe rate of change of kinetic energy minus the change in potential
I'!nergy. The kinetic energy dissipation rate is -JEVA x 0.001285 "rhere J the nUIllber
=
of cars in the train, !,! = the mass of a car plus equivalent translational ITass of
rr ~atir.g parts in slugs, V = the train speed ir. Ft/Sec, and A = the acceleration
of the train in Ft/Sec 2 . The char.Ge in potential energy is 0.001285,J'lIlJ SIRa 10lhere
J = the nU!ncer of cars in the trc.irr, H = the weight of the car in Ibs, V = speed of
the train in Ft/Sec, and a = the angle of track with horizontal.
O. :5. X :5.. 2C ,000. KilOi·latt per train :Srror t;:v-pe 91, 92
At any point in tilT'e, power can rro into either tile acceleration grid or the
deceleration grid, but not botr,.
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10-77
 FOP.M 8F - TRAIN ROUTE DESCRIPTION

Skip this form i~ no tur~el system has been defined for this simulation
or if the Train Performance Option is O.

NUMBER OF SECTIONS Enter the total number of line sections through which the route passes. An
'I'HFOUGH WHICH ent~ of zero indicates that the route does not enter the tup~el network and
ROUT~ PASSES runs in open air only.
O. ~ X ~ Hax. No.:;,! line sections Error type 123, 125

DISTANCE FROl·j Enter the loc~tion along the route where the front of the train first enters
RCt.ITE ORIGII: TO the tunnel syst~. If the route originates vithin the system, enter a zero
POR?AL OR FIP.5T sir.ce the route origin must be located at the first node on the route.
nODI: O~ ROUTE O. ~ X ~ Er.tire length of the route, Ft Error type 122

~
o mn1TIITCAnON Enter the identification numbers of the line sections through whic~ the route
I
-..I NllJ'.!:"!ERS OF TEF;
CXl passes. These Gections Imlst be entered in the order in which the trains pass
SEC':'IOI:S nrnmts thrcugh them as the trains travel along the route. The section ider..tification
WEICH F.OtTE nu:nbers must be positive numbers if the train route travels in the positiVe
Pt.sSES direction with res~ect to the section coordinate system, and negative if the
':.rail1 travels in the negatiye direction with respect to the section coordinate
s;istem.
.,.. Error type 123, 124, 125 •
/1 153, 164, 180
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10-79
 FORM 9A - 'ffi.'tIIi" DATA

Skip this form i f the Train Performance Option is o.

TRAIN This is the identifying designation for the train type being utilized. Any
IDENTIFICATION combination of up to 36 alphameric characters may be used.

TOTAL NL'MBER CF This indicates the number of cars in the train type being described.
CARS PER TRAm 1. ~_ X ~ 20. Error type 51

NU!t.EEH OF Enter the number of cars in the train that contain an operational prop~sion
POVTERED CARS systez:l.
PER TRAIN 1. ~ X ~ Total No. of cars in train Error type 116

I-'
o TOTAL LEnGTH Enter the total length of this type train.
I
(XI OF TRAIN
o 25. ~ X < 1,500. Ft Error type 52

FROl:TAL AREA Enter the f'rontal silhouette of the train inclu,11Ilt! the e.yerage area of' undercar
CF TRAIN equipment and trucks for this train type.
25. ~ X ~ 300. bC! Ft Error type 53

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1 :,

Peri:::c-: e:- o!' Car ~:-t)

I I I I I I I I I IJ
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Frcr.-:' of ':':-ain r'ra~ Coez"'ricier.t I II I II I II II

Ser.s:n::'e ::ee.t F.e ~ '!ctior, per Car at Zero 'I~2.in Sped (Btu/hr) I I I I I I-IT-Ill
51 ; -
:.atent ,"eat ne:ect:on per Car at Zero :rair. Spei;O::, (:3-::;,!h!") I I I I I I r-rr I f><J
 .~,

FORM 9B - TRAIN DATA

Skip this form if' the Train Performance Option is O.

?ERIMETER OF Enter the perimeter associated with tee average cross sectiona! area of this train type.
CA.~ 20. :s X ~ 200. Ft Error type 70, 78

SKIN FRICTION Enter the skin friction coefficient which relates drag to the sides, roof and bottom
':OEFTICIEl>T surface area of the train.
O. ~ X ~ 0.10 :Error type 55

DRAG COEFFICIENT . Enter the drag coefficient weighted truck area which relates drag to tbe total area of
~TIGh~ED TOTAL the trucks and their respective drag coefficients.
TRt:CK A.J:IT.A. O. :s X ~ 5CO. Frror type 201

FROm' CF TRAIN Enter the front of train dreg coefficient which ~elete~ drag tu the shape of the front
t-
o DRAG COEFFICIENT of tee train.
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O. ~ X ~ 1. 5 :Error type 115

SIT.SIBLE HEAT Enter the total sensible heat rejection per car wrile the car is ststionar-~. The beat
REJECTION PER CJL~ rejection includes the heat released from air conditioning condensers and compressors,
AT ZFRO TRAIN lighting, motc>rs and other eq".,ipn:.ent onbce.rd.
SPEED O. ~ X ~ 1,000,000. Btu/hr Errer type 57

LATEliT HEAT Enter the total latent heat rejection per car while ~he car is stationary. This heat
REJECTION PER CAR rejectiou includes any source of moistl:re that cay exist onboe.rd the train.
AT ZFBO TRAIN O. ~ X ~ 200,000. Btu/hr :Error type 58
SPEED
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10-83
 FOR..'1 9C - TRAIN DATA

Skip t;ds form if the Train Performance Option is O.

'!'O'!'AL WLIGET OF This value rep£esents the weight cf all the acceleration and/or deceleration resistor
RESISTAl:CE ELD!ENTS grid elements which actually resist ~urren~ flow in a resistor grid arrang~ent for
?E? CAR this train t;YJle. This value dO':'E ,lot i!1clude any wc'ight of the resistor grid supporting
structure. A val~e of zero (0.) indicates an instantaneous heat release mechanism
is to be us~ for that grid. If ~ O. is entered, skip the rest of this form.
O. ~ X ~ 2,OOU. Ibs Error type 101, 102

EFFEC'i'IVE DIAMETER This value represents a characteristic r~Eistor grid element diaceter for all the
OF Ali ELEME1"'T acceleration end/or deceleration grids in this train type.
O• .:i X .:i 24. In. Error type 103, 104

&< F.E.C'ITiE SURFACE Thjs value represents the sum of the ef~ective surface area for convection calculations
AEEA FOP. CONVEC~:ON of each element in the acceleration and/or deceleration resistor grid arrangement
PZR CAR for thi~ train type. This value is a function of the physical geometlJ ' o~ each
element and the location of the resistor grid arrengement relative to the underside
of the car.
C. ~ X ~ 500. Sq ?t Error type 105. 106

EFFECTIVE st'RFACE This value represents the sum of the effective surface area for raJiation calculations
....
a AREA FvR RADIATION of each element in the acceleration and/or deceleration resistor grid arrangement
I
co pm CAR for this train type. The effective area is defined as the product of the actual
~
surface area of an element and ~ts shape factor with regard to the surroundings
enclosing the resistor grid arrangement.
O. ~ X ~ 500. Sq Ft Error tJ~e 107.108

DfrSSIVITY OF THE This value represents the emissivity of a typical acceleration and/or deceleration
RESISTANCE EUME!."! resistor grid element surface evaluatea at an average grid temperature for this
train type.
O. ~ X ~ 1. Error t~·pe 109, llQ

SPECIFIC HEAT OF This value represents the specific heat of an acceleration and/or deceleration resistor
TI!:E RESISTANCE grid element evaluated at an effective grid t~perature.
ELEXErIT' O. ~ X ~ 1. Btu/(lb - Deg F) Error type 111. 112

Ir.:rTIAL GRID The initial temperature of the acceleration and/or deceleration resistor grids
IT! ;PEP.A TUBES corr~sponds to the temperature of the grids at the time the trains are dispatched
onto their respective route. A blank entry O~ zero indicate3 t!~t the resiotor grid
is to be initialized at ambient temperature.
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10-85
 FOru~ 9D - TRAIN DA~A

SKip this fo~ if the ~air Per~oTmance Option is ~or 3.

f..VF:PAGE EMPTY This number is the average ~loa~e~ weight o~ ~ single car for this train type.
CAP :-'"EIGET 5. ~ X ~ 150. tons Error type 56

NL1-:BER OF J.:OTOE'!S Enter the n~be~ of operational ootors per'powered car ~or this train tJ~e. Rapid
PER .?O...7:lED CA."l transit vel:icles normally have f'our motors per car, although any number of' motors
nay be entered.
l. ~ X ~ 10. Erro.- type 72

J'RAI~ ROLLING These values are the constants in the equ/'.tL.r:. for computing the rolling resistance
P.ESISTAl'lC:: of the vehicle. Typical values of these coe~ficients are:
CCEF?ICID'TS
steel wneel Vehicle :.ubber Tire Vehicle
..... Coeff. #1 1.3 3.9 lb/ton
o Coeff. #2 116.0 lb
I 35C.0
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Coeff. #3 0.045 0.135 Ib/ton-MPH
'"
c.5 S Copff'. #1~ 50. lbs/ton
0.1 S Coeff. #2 ~ 500. lbs
0.001 ~ Coeff. #3 ~ 1.000 Ibs/(ton-MPH) Error type 88, 39, 99

ACCEiZRATION This value represents the rotational inertia of rotating parts (wheels, motor
RESISTA.:'CE OF ar~t~es, gears, etc.; in terns of an equivalent mass for translational acceleration,
ROTATnTG PARTS The user may enter the value to be used, or he may leave this entry blank and a
co~only used value of 8.B will be supplied by the program.
0.1 !: X ~ 3(:.0 Ibs per ton/(i·:CH/sec) Error type 77
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10-87

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 FORM 9E - TRAIN DATA
Skip this form if the Train Performance Option is O.or 3.
MOTOR IDENTIFICATION This identifies the motor(s) being used on the train. Any combination of alpha-
meric characters may be used. The motor identification will be printed in the
the input verification.

WEEEL DI.A1€l'ER Enter the wheel diameter given with the manufacturer supplied motor perfo~ance
St'PPLIED WITH curves. V.otor performance curves provide-d by manufacturers normally are computed
V.AI!UFACTUREP. ' S DATA for a specified size of vehicle wheel. Should the train un~er consideration be
equipped with wheels other th~n those used while obtaining the motor performance
curves, the program will automatically scale the motor performance curves according
to the ratio of the actu9.l wheel dieJlleter to the na.nufacturer I s '·Theel diameter.
20. ~ X ~ 40. In. Error type 59

.ACTUAL Wlfl'.z:. Enter the actual diameter of the wheels for the vehicle type being described. The
DIAMETER OF actual wheel diameter must be entered even if the actual wheel diameter is the same
VEHICLE as the given wheel diameter.
20. ~ X ~ 40. In. E:t ror tYlle 59

GEAR RATIO - TO 1 Enter the gear retio (n_.mber of motor revolutions per "'heel revolution) given with
SUPPLIED WITH the manufacturer supplied motor performance curves. Motor performance curves provided
I-' MANUFACTURER'S DATA by manufacturers normally are ccmputed for a specified gear ratio. Should the train
o
I under consideration have a gear ratio different-from the one used while obtaining the
g: motor performance curves, the program will automatically scale the motor performance
curves according to the ratio of the actual gear ratio to the :lle.nl'.facturer' s gear ratio.
1. ~ X ~ 20. Error type 60

ACTUAL GEAR RATIO - The actual gear ratio of the train being considered must be provided. This actual gear
TO 1 OF VEHICLE ratio must be entered even if the actual gear ratio is the same as the given gear ratio.
1. ~ X ~ 20. Error type 60

SUPPLY VOLTAGE Enter the voltage given with the manufacturer supplied motor performance curves.
GIVEN WITH .!oIAJIUFAC- Motor performance curves provided by manufacturers normally are computed for a
TL'RER I S DATA specified voltage. Should the train ~nder consideration operate on a voltage other
than the voltage used while obtaining the motor performance curves, the program
will automatically scale the motor performance curves according to the ratio of the
operating voltage to the manufacturer's voltage.
100. ~ X ~ 1,000. volts Error type 117

A;;:':""l.".L SUPPLY Enter the actual voltage for the vehicle type ceing described. The actual voltage
VO~_AG£ AT WHICH must be entered even if the a~tual voltage is the same as the given voltage.
VEHICU OPEP.ATES 100. ~ X ~ 1,000. volts , Error type 117

j !i

~,
•
.',,' ',n,'.,'
~ i'

FORM 9F - TRAIN DATA

Sheet or
Made~ - - -
Checked by: _ __
Date: ____________

~1TOR CHARACTERISTICS

10 11 2D

'l'J'ain S~ed (MPH)

IT] I ITT [[IJ I 1I I 11I I I 11
21 3D 31 ~o
[
I-'
o
I I I II I II I II IIIIIIIIII~
I 11 20
Ql 1 10
ID
III1IIIIIII I I 11I I I I I 1I
Tractive Ettort (lb./Motor) 21 30 31 40
[
I I i I I I I I I II I I I I I I I I I I r><I
1 10 11 20

III1IIIIIII I I I 1I I I I I I I
Motor Cu! ent (AMPS) 21 30 31 40
[ I 1 I I ! I I I I I rxt
I IIIIIIII II
ltl
Train Controller Option
1.0 • c.. Control I I I I I I I I T rlZJ
1,1
2.0 • Chopper Control

\,' , , I!,
U ,
"III .~
 FORM 9F - TRAIN DATA

Skip this torm it the Train Performance Option is O. or 3.

The program computes the relationship between the train speed, tractive effort, and amperage required
trom the four data points supplied by the user in each of the three categories below.

TRAI1f SPEED Points are taken from the motor performance curves supplied by motor manufacturerJ.
These points should be: 1) the speed at which field strength reduction begins, 2) toe
speed at vhich field strength reduction is completed, 3) a speed at approximately
the midpoint of the minimum field strength operating curve (usually about 40 MPd).
4) a speed which represents the maximUlll design speed of the vehicle. The vehicle
would not normally exceed this last speed.
O. .!. X .!. 150. MPH Error type 86

...o TRACTIVE These data points are taken from the motor performance curves and should correspond
EFFOM' to the MPH points supplied above.
l1li
•
C X ~ o. Ibs. Error type 86, 87

II1l'OR These data points are taken from the motor performance curves and should correspond
CU'.RR!1rr to the tractive eftort data supplied above.
X ~ o. amperes Error type 87

TRAIN Enter the metllod used for controlling the train speed.
CONTROLLER 1.0 = Cam Control Error type 209
OPl'IOlf 2.0 = Chopper Control

~
~,I ,il.1
iili

FOR!.f 9G - TRAIN DA':A

Sheet _____of______
l~de by: _ _ _ __
Check by: _ _ __
Date: _____________

Skip this fo~ it the Train Controller Option is 1.

1 10 11 20

IIIIIIIIID I I II I II II II
21 30 31 40
.... Line Current (AMPS/Povered Car)
II> I I I I I I I I I IJ I II I III i I II
~'. 41 50

1IIIfIT]IIM
1 ]0
C::CFper _ ... ciency tor Speeds
of Zero to Ul (Percent) Lilli III III
11 20
Sr~ed Ul (l.:PH)
IIIII IIIIII
21 30
Chcpper Efficiency tor
Speeds Greater than Ul (Percent) I II I I III I II
31 40
Regenerative Braking
Effectiveness (Percent) I I I II I I I I 1fZ1

Ii
i!lli
'~I
Ii
 FORM 9G - TRAIN DATA

Skip this form if:

1) The Train Performance Option is O. or 3.
2} The Train Controller Option is L

LDIE CURREl'fT These data point8 are taken from the motor pf'!rformance curves. They are as
follows; 1) the current at zero speed and 2)through 5) correspond to the train
speeds supplied on Form 9F. The values entered are amperes per powered car.
X ~ O. amperes Error type 208

CHOPPER Enter the chopper etticiency for speeds ranging from 0 to 01. The efficiency
EFFICIENCY is defined as the ratio of the pover output to the pover input to the chopper
FOR SPEEDS OF X 100.
ZERO TO 01 o.~ X ~ 100. percent Error type 151

....
o Enter the value of U1.
SPEED Ul
I
II:) O. !, X !, 100.' MPH Error type 210
N'

CHOPPER Enter the chopper efficiency for speeds exceeding Ul.

EFFICIDCY
FOR SPEEm
GREATER TlWI' 01 o.!, X ~ 100. percent Error type 151

REGmERA'l'IVE Enter the regeneratiTe braking effectiveness. This effectiveness is defined as

BRAKIl'fG the ratio of the total energy regenerated to the total energy avai1abl~ for
EFFECTIVENESS regeneration X 100.
O. !, X ~ 1~. percent Error type 151

"
~j
•
 ,--

-;
.' -
i -
I
!
.
•
I....
•

10-93
 FORM 9H - TRAIN DATA

Skip this f'ona if' the Train Performance Option is O. or 3.

RBSISTAllCE The two train speeds entered here are used in the definition of the external
SPEEDS resistance versus train speed curve. The first entry is the speed at Which
transition occurs, the second is the speed at Which field strength reduction
begins. It a chopper controlled train is being simulated, 0.0 must be entered
for the two resistance speeds.
O. < X < 100.MPH Error type 62

RESISTAllCES Three resistance values must be given to describe the motor circuit resistance.
These are: first. the external plus internal resistance at zero train speed;
second, the external plus internal resistance just af'ter transition has
ocurred; and third, the internal resistance of the motor armature and field.
,..'o If a chopper controlled train is being simulated, 0.0 must be entered for th~
II) two external resistances, but the internal resistance of the motor armature and
., field must still be entered.
0.001 < X < 3. ohms Error type 61

ii 1
 ~ 91 - TRAIB DATA

Sheet ot,_ __
Made by:, _ _ _ __
Cheeked by: _ _ __
Date: _ _ _ _ __

1 J0

Max1lwa Allovalale Accelerat10a Bat. (MPII/Sec) IIIIIIIIJIJ

11' 20
.~ Deceleration !tat. I'roIIl SpH4 V1 to 0 (MPJf/Sec)
...o [1111111111
I
lID 21 ]0
'" Spee4 Vl. (MPH) 11111111.111
itO
lforal. Deceleration Rate at Speed V2
LI I I I I I I I , f
Itl so
$poNd "2 he) IIIIIIIIIID<J
 FORM 9I - TRAD DATA

Skip thb tonL it the Train Performance Option is 0., 2.'. or 3.

IIADJIJM AI.!.OL'Im : i'h18 18 the IIa:dBna rate 01' acceleration for this tne train. 1'b1a rate 1IOUl.4
.A.CCBJ..DeI0lI • DOt be exceeded eva though the train might be capable 01' greater aeeeleraticna
RAD in same situations.
0.5 ~ X ~ 5.0 IIIPH/aec Error t;ype 14 '

JQUW,~ As • train 4eeelerateft under normal operation, t~ere is a speed (Vl) below whicb
nOB RA1".B lRCII the train' 8 deee1e.oation becomes constaut. Enter tbis consteDt rate 01'
SPEED VJ. TO 0 deceleration bet¥een 0 IUld Vl MPH tor the train type.
0.5 S X ~ 5.0 MPH/see Error tJPe 54

SPDD Vl As a train decelerates under normal .lperation, there 18 a apeed V,1 below "~teh
.... the train's deceleration becomes cODptant. Enter the speed Vl tor this train
o t~.
I
10. ~ X ! 100. IIPII Error tn>e U8
.--
: At h1ch speeds, a tn.in ceDDOt decelerate at as bigh a rate as 18 possible at
l.over speeds. J:ater the train deceleration rate tor noraal operation at the . .baa
speed (V2) attaiDable by this train twe. This deceleration rate Is never greater
than. and is moat otten less than the normal deceleration rate tram 0 to VJ. MPH.
0.5 ! X ! 5.0 MPB/.ec Error tne 54

SPDD 12 EDter the JI8X1_ qeed attaiD.able bJr this train type. ftls _.:d_ speed v.Ul
u.o&t a1~ be h1&her thaD the JD&X1Jaua desip train speed.
Vl S I ! 1~0. MPH Error t,pe 119

"

... ,',,,(I ---.... ......

--
 Fe?:·! l:A - :'::-,":;:::):;::=:~:-l,,: CC"~:''''?G~ 20::;::2
:[l~C:' t)t:
::Cl.'Ie ~ - - - - -
'-:Lc'=~:~:: 1 ~-:
:ate: ----

Z':'ne :atf-

Z~r:e 7ype .... Cc::.:::;:":c::;'

2. .::. ~ :':'. -:::-:1 :'lec.
I'I , I ! rI I ,. fC,
'~ ':: Jv~~-':nertlul ventilntior! ~rlaft

~.:.-.:..t;~
. ":'" ......
'-, - ~_:':le ~::~g::"~:-::S 3:. l ~:·~::.~.:1utio!'"~ Sr:.a::-.. . . s ir: zc!"'~ II I I II I II II
~--~ ~ Zc~e :nt~:

I-
o :·~~. . :-:':i:r.g R::.sc. E;:~ ~e;:::;~ :-or:d.i-:iccs
I
-.J
'" ~:,·-:';'.;.:b "~:-.;e::-s:'.:.re (:,leg F)

.,
~
r.I I I I I I 1.11]
i:et-.::.llb :-e:::pe::-ature (Dep, F}
r--n I T1[-' 11"
~ . .#
Eve::ir..g P.-.:.sh no-.:.!" or i:o'.lr :esign Conditions

Dry-~~lb 7~perature (~eg F) rI I I I I I I I fa)

'. :
~et-1~":":'1:, T~~F~!"e.~.. :.:~e ::eg FJ
m-'rr [TJ r-r rxJ
 FORM UA - Em'!::tONMENTAL CONTROL ZONES

'l'lds form is tillee out only when th~ Environmental Cont::-ol Load !Walua-i::ion option on Form le is 1. or 2.

ZONE TYPE Enter the zone type, 1. = contrclled zone

2. = uncont::-o11ed zone
3. = non-inertial ventilation shaft zone
1. ~ X s 3. Error type 185

_mER OF LINE Enter the SUlt'. ot the total number of line segments and the total number of
SEGMEl'rl'S AND VENTI- ventilation shafts within this zone.
LATION SB.\F'TS IN 1. ~ X ~ Total llUIIIber 01' line segments end vent shafts in the system
ZONE Error type 204

'
.... The follo,,"'"!ng information is only !illed out if "the zone is type 1:

I IlErrrnG RUSH HOUR DESIGN CONDITIONS

DRY-BULB Enter the design dry-bulb temperature for the !':lorning rush hour.
rn-rPERATllRE 40. ~ X ~ 10(). Deg l' Er!"or type 26

WET-BULB Enter the design vet-bulb temperature for the morning rush hour.
TEMFERATURE 40. :s: X :s: Morning rush hour dry-bulb desi~ temperature
Error type 27

fttllDlG RUSH HOUR OR OFF "!eUR DF.SICN COlIDITIONS

DRY-B'UUI Enter the deSign dry-bulb temperature for the evening rush or off hour.
TEMPERATUBE 40. :s: X ~ 100. neg F Error type 26

WET-BULB Enter the design wet-bulb temperature for the evening rush or off hour.
TEMPERATURE 40. :s: X ~ Evening rush or off hour dry-bull:- o.~sign temperature
Error type 27

-,..II
 (-.

~ , I
°1I:".. ,., ,',

.~.J ell
.... 1 ,';
~. ~,
'.- C'
", ~"r.!. ,<'lI
C' -i'
/~
~ ) :
j

r~
o,-t

'"o
III
~
,0
tj
(;
r:
....0
.'
til
U
'01
~.

.' :1
'd

I;
1<1
'r' ()
H N

10-99
 .'[t"
. :['1' 'I,! 1~ I fl, . ,,[., I ~ I[
~. .... nr,.,.. ~,~.
, .~!!'!'Illm' " .. ,i
.\~H!IIIlM!IIIIII1I···
~~'I~'~il '!"':n~ "ijl .. I
f ",~, :' ,

}OJRM liB - ENVIROm·IENTAL CONTROL ZOl\TES

Tbe number of entries on t~is fbrm ~ust equal' the number of line segments and ven~ilation shafts
entered in Form llA for this zone. If' the number of Environmental Cortrol Zones on Form IE i~ l.~
skip this torm.

IDErl'IIFICATION Enter the identification numbers of all the line segments and ventilation
N"lR·mERS OF LINE shafts in this zone. No segment or ventilation shaft can be located in
SEGlmiTS AND VEllTI- more than one zone. The order in which the identification numbers are
LATION SHAFTS IN entered is not significant.
ZOz..'E

1. ~ X ~ 999. Error type /14, 95, 96, 97, 98,

114" 168. i9l. 195
X must be anT valid line segment or ventilation
....o shaft identification number
I
....
o
o

It
 l.-;
rr,
...-

~ :~ ,;
u
""
~,

°1 :~ " ••• «
,:) -:'
",
....1 •. ..!
a, (I t) ~l
Ql 'I' G' "~l
.C: til .~

Cd ," U '---I

.r.' !:
U

u <.: <c'
I!)
p,
;, '.
,. '"
'd ',4 <'. <c .~~

'" .-.
;:J

° °. .,
H ," !
Cl ). C> "',
a) ' d
~, ,(1 cJ .,
s..:
a
I: ••. j ~J
...: or·; ~, r .~

.
f-.'
n
.,;
H
p, Cl'
l•
,u ClJ
l~
('. <:0, r,
<.-. ~J ";1
)1 0 .,-,:
CJ
p"; l.
ql
L:
r. ,0
,:
0 ;J
u
H
F'
~:-.; u> ..,. ,;:. .,
H
n;
!'4 ~! ~ ;
d {.,
~> '.J
~I ....
(\J <l.J
~I:!
.#

t,
d
~~
".~ 4 '
.; W <:J
·<1 .p
p, "
~
F.:: <l.J .~
I;
<l.J
~.
() "
t-,~
f~
.,0.~

.p
It!
r! "
.,0 .,' .
~~ ,<,
.0 ,) "!
al ('

E:' l, :.
a) ~,
'lJo
~j
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.1-.)

:3 c
ClJ
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+ H
<.I
~. J, l.
~) Il! at
p,
f1 11
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;~
:~
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£-i til :i
I.
~. u'
~ ,0/
0 , ~ (\I "1 .::t
11 :"~
('
,
, 10-101
'F
,
).
I

1
~.
I

FORM 12 - PRINT CONTROL DATA

m.u>ERATURE TABULA- The number entered here determines the increments for vhich the variations :('rom design
TION INClUXEIlT temperature are printed within the SUl:'JIlary. To illustrate, if it is summer and the
design ter::perature is 80°F, the user might enter +10. The summary woula. then print
the percentage of time the air t~perature goes above 60, 70, 80, 90, 100. and 110°F
for each subsegment of each controlled zone. Co~ely, if it is winter and the
design ternperatureis 80o p, the user might enter -10. The summary ~~uld then print
the percentage of time the air temperature goes ~ 50, 60, 70, 80, 90, and 100°F.

NUMBER OF PRINT Enter the total number of print groups which are to be specified.
GROt'PS 1. ~ X ~ 15. Error type 79

NL'MBER OF INTERVAI.S Enter the number of equally spaced time intervals in this print group. After each of
these intervals, the program will print either a detailed or abbreviated printout. lnis
number cannot be zero. An entry of minus one (-1.) indicates one interval in thi s grouP.
but bypass the printout at the completion of this interval.
O. < X ~ 1,000. or X = -1. Error type 80

INTERVAL LENGTH Enter the length of time in each of the print intervals for this pr~nt group.
O. ~ X ~ 3600. Sec Error type 81
~
o
I nuMBER OF ABBREVIATED This entry describes the ratio of abbreviated prints to detailed prints. For example,
~
o PRINTS PER DETAIL if there are 10 intervals-rn-a group and the number of abbreviated prints per detail print
w
PRINT is 2, the printout for this group will occur as follows: 2 abbreviated, 1 detail,
2 abbreviated, 1 detail, 2 abbreviated, 1 detail, and finally 1 abbreviated.
O. ~ X ~ Number of print intervals in this group Error type 82

SUMMARY OPrION The user may choose to have the program perform the following options at the end of
each print group: 1. Initialize the summary totals. This resets the summary totals
so that a nev s~y can begin at this ti~e. 2. Print a St®ffiary. This option will
provide a summary from either the point in time of the most recent initialization,
or if there were no previous initializations, the beginning of the simulation. 3. ~
a sumgary and then initialize. This option will first print a summary exactly as in
op~ion 2~ and then initialize the s~ary totals exactly as in option 1. 4. Print a
summary, perfonm an enviroTh~ental control estimate, and initialize. This option will
first print a summary as in option 2, then perform ar- enviror~ental control load evalua-
tion for the entire system, and then initialize the sUD~ary totals as in option 1.
O. rro summarY, ~ro initialization. No summary c-ptions at all are per~)rmed. Only the
detailed or abbreviated printouts will be performed for this print group.
O. ~ X ~ 4. Error type 83

I,
 ....o

..
'

.n<.;
i'

1-:
"r,
t· ~
C'
"
:~!
(J
CJ
~,
~,

,;
p'-:
,-I .....0 ,:
0
, <, C
-~

.>
.r!

".
oj 0
~: ;1 oj
0 u
r..:", 0)
Ul
'J> ~
;J
;i
ri
cd
.. , 1,1
rJ (,j
0 ,: ~
',i 1<1 u
.<;
.>
U
,j
S,
...
U
<rl

~
C'
,I
~-, tJ
"<:1
~.
~i,: r,,..
"1
,-I
L,GJ <lJ ~" .. 0

0.'
1
~:.
h
'rl
0 l:
",'
Q)

~J
"11 0
"
<lJ .<l

.
tJ .( l·t
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r..J I, S,
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11)
41
UI
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,:
oj
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GO
I; ,:
;1

."
U
0
l.'.,
U
0
l>.
Q'
tJ) ~ ....0 ~~
"
(j
~
I I
;!
-j
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S,
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,..
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JlJ W
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~:

10-103 ----

- :-::.~
IlIIli

FORM 13 - PROGRAM CONTROL DATA

TIME INCREMENT This is the bas1c time interval over which the location, speed. and acceleration
PER CYCLE of all the trains in the system is calculated. The aerodyneJllic, thermodynamIc, and
complete ~rain evaluation calculations are performed at user specified integer multiples
of this basic calculation time interval. This number is entered in 100ths (1/100) of
a second. For exElDlPle. i f the user enters 10.0 (equivalent to 10/100 of a second),
the location, speed, and acceleration of all trains will be calculated every tenth
of a second.
1. ~ X (equivalent to: 0.01 Sec So X) Error type 113

~.AXIMUMSIMULA.- Enter the :naximtllll time for which the simulation is to be performed.
TION'TIME O. < X ~ Time of last print-out Error type 84. 113

NUMBER OF CYCLES This number is an integer multiple of the time increment per cycle and determines
PER COMPLE'l'E TRAIN when a) new trains are to be dispatched into the system; b) trains that have traveled
EVALUATION beyond th~ ~ast t~ack section on their route are to be removed; and c) checks fbr
...o upcoming t, .•1 speed restrictions are to be made and whether or not braking is
• necessary. For example, if the user has entered 10.0 for the time increment per cycle
~ and enters a 5.0 for this entry. a complete train evaluation will be performed every
olio
(5) x (0.10 Sec) = 0.5 Seconds.
1. ~ X ~ 100. Error type 1116

NUMBER OF CYCLES This nUIllber is an integer multiple of the time increment per cycle and determines when
PER AERODYNAMIC a complete aerodynamic evaluation for the system is to be perforn.ed. For example,
EVAWATIOlll' if the ~ser has entered 10.0 for the time increment per cycle and enters a 1.0 for
this entry, a complete aerodynamic eValuation will be performed every (1) x (0.10 Sec) ::
0.1 Seconds.
O. ~ X ~ 100. Error type 147

I1JMBER OF CYCLES This number is an integer multiple of the time increment per cycle and determines when
PER THFRMODYNAMIC a complete thermodynamic evaluation for the system is to be performed. For example,
EVALUATION if the user has entered 10.0 for the time increment per cycle and enters a 10.0 for
this entry, 1\ canplete thermodynamic evaluaticn will be performed every (10) x (0.10 Sec) ::
1. a Sec onds.
O. ~ X ~ 100. Error type 148

I~
 ----- ,.

11 • INPUT ERROR MESSAGES

The SES program has a built-in warning system to alert the user

to any questionable or erroneous input data. Most of the error

messages are very specific and warn the user that a particular 'in-

put item is not within generally accepted limits. ('-Then the input

involves new or unknown subway design criteria, the generally accepted

limits are based upon reasonable estimates.) In addition to the

. error messages that result from an input item being beyond its gen-

erally accepted limits, there are various error messages that result

from either the user's carelessness or his failure to arrange the

system in the proper manner, All of the error messages fall under

two general t.ypes. The first tYI'e is called a "fatal error message,"

and the second type is called a "non-fatal error message." The <iis-

cussion of these two types of error messages as well as a brief

description of each non-se1f-explanatory error message is given

below.

11.1 The Fatal Error i>1€'ss!l.ll:e

The fat.al error message occurs when the user has enterE':d data

t{-Ott results in the program ~xceed.ing itr:; storage lilO.lts for that

particular data or when data entered h~s no meaning. \-Then the

program enco~~ter~ a fntal error, ehc simUlation is i~~cdiately

termin&ted. The fatal error message will first identify the ~atal

error and 'then infoI"lJ'l. the use~ that "Tbis fatal error prevents

turth~r interpretation o~ this ~y3tem data 1~ck. Tr.e program will

searet'! f'or e1th~r a b11mk C:'l.rd or the

ll-l
data deck. Some fatal errors may be corrected by either changing

the number of items input or changing the program array sizes.

Please see discussions in both the 'Error Messages' portion of the

User's Manual and the portion of the programmer's guide in the pro-

grammer's manual dealing with the array size adJustment."

Exceeding ;the' Storap;e Limits. The ,SES program has finite: '

limitations on the size of system it can simulate. This limitation

is due to the actual physical limitations of the cc..m.puter be:tng

used. All compute~s have finite limitations on their memory storage

capacities (referred to as "array size"), and this in turn places

finite limitations upon all programs. Each SES inp'lt item uses an

assigned portion of the computer' 3 memory storage. The proportion

of memory storage for each input item. has been carefully allotted

so that the size of the system that can be simulated has been max-

imized. Therefore it is obviou.s that il the user attempts to ex-

ceed the allotted storage capacity for an input item, he must be

notified of his mistake and the s:::'mulation must be terminated imme-

diately. As stated previously, the fatal error message"was

created exa~tly for this purpose.

Meaningless or Confllcti.n5 Dat.,::'3.. The fatal error mehsage

o.l.3C occurs when ccnflicting or meaningleds d.13,ta is piaced into the

SES. This is often causE:d by specific input items that are completely

incongruous with one another. (lne exw .. ple of this incongruity would

be when the user stutes there are ~ line sections and (N-2) line seg-

menta. 'l'he number o!' lir,e sCg:!lcnts muct aliT~Ys 't-e greater "then or I

equal to the number of line sections. Other fatal error messages are I

11-2
o.~ o .o~-~~~~~_~~~_~~~c~
 •

the result of meaningless input. One example of this is when the

user states he has four subsegments in a segment, and then proceeds

to describe a steady-state heat source within this segment between

subsegment 1 and subsegment 6. Obviously, the program find~ the

description of a steady-state heat source in subsegment 5 and 6 to

be meeningless. Finally. a mechanica~ error such as a key punch

error,may cause the program tv misread certain data, thereby causing

either a fatal or non-fatal error •

11-3
 11.2 The Non-Fatal Error

The non-fatal error simply tells the user that an input item

is not within its generally accepted limits. A non-fatal error may

or may not immediately terminate the simulation, nepending upon

whether this error causes the number of allowable input errors to

be exceeded. The number of allowable input errors allows the user

to choose the number of non-fatal errors he wishes the program to

tolerate berore it tenni,nates the simulation. The user may allow

for up to N non-ratal errors by setting the number of allowable

input errors to +N. As soon as the program encounters error number

N+I it will immediately terminate the simUlation. Ir the user

wishes the progr(~ to terminate immediately upon discovering the

first error, the number of allowable input errors should be set

equal to zero. Thi sis '11 very important opt i on as it allows the

user to simulate wlusunl geometries or design conditions that are

not within their generally accepted Jimits. The unusual design

conditions will cause one or more non-rata: errors, but the simu-

lation will not terminate due to the fact the user has allowed for

them by means of the number of allowah] t> input el'rors. An example

of the use of this is as follows: The user wishes to simulate the

operation of a very long train cun~isting of 24 cars. He will get

au error message sayinG "'The numher of cars :In this subway tra.in is

less than 1 ('1' greater than 20." Thl~ uncI' is aware of the fact he

is simulf'ting whut is gencrn.lly conuidered to b'-'! an extrE1me'J.Y lOllt~

train, and therefore allows for this """rror" by settin~ the number

--
of fl11.r.wsbl"' j nPllt .,r'rors to +J, O.
. .. TIlt> I'ro~rU:'l ,,'1.11 ~hcn all::~i thi:;

non-fatal error. and ..,111 finish the simulation assuming no further

non-fatal or fatal ~rrors are found. The program will immediately

terminate the simulation if another non-fatal error is found, as

the nwnber of 11] lowable 1nput errors was set equal to +1. O.

11-5
 11.3 Input Verification
The SES program verifies all the input data in order to deter-

mine whether or not it should proceed with the simulation of the

given system. This process is referred to as "input vcrifico:tion."

The input verification is done for every SES simulation. As ex-

plained in Sections 11.1 and 11.2. if the input contains no fatal

errors and has a number of non-fatal errors that is less than or

equal to the number of allowable input errors, the simulation will

proceed as intended.

The First Att<>mnt t.o Simlll'ite a Gi'/Pn Sy",tem. When the

user finally has gathered all his input data and is attempting his

first simulation, it is likely that there will be errors in the

input dat~. Until he has gained a fair amount of experience usi~g

the SES program, a user should expect errors in the ga~hering and

preparation of his data.

The SES program allows the user to run an input verification

without running a simulation. This enables the user to determine

the errors in his data before actually running a simulation in which

~ consider~ble amount of money may be wasted due to an unknown error

~hat rr-:lders the whole simulati on llsel~ss. 'I'he user must set th'"

number of a llow'1bl (' ; npd, Cd, '" ," £.'<';.;;r..l tc -1. 0 on Input }'e>rm le to

have the 8ES perfvrrn only t.hf' input. verificatjon.

the user Gets the number cf 'l"1lc".'"1tl" inr.11t, prrr-r" to -1.0, the SES

'Will verifY h13 input da.ta and prir;~, 6.11 er~'()r :::c:::zo..;c for all ;-;or.-

i
11-6
~.~~~.....I.
fatal errors found in the data until a fatal errOl' is reached. The

total number of non-fatal errors found in the input data is printed

at the very end of the input verification. If a fatal-c.ror is

found in the data, the ir.put verification will terminate immedi~~ely.

Thl.'; procedw-e allows the user to correct all ilis fatal errors and

his unintentional non-fatal errors. After performing the necessary

number of input verifications to correct all unintentional errors,

the user will be ready to perform the ~imulation of his system. The

user must set the number of allowable input errors equal to the nwn-

ber of intentional non-fatal errors. If the user ha:; no intentional

errors in his sir:lUlation. he must set the nU!llber of a: lGwab1e input

errors equal to zero.

Performing e. Simulation. After s2ttin~ the number of

allo'fable :i nput errors equal to the l1umber or intention'll non-fatal

errors. the user is ready to perform his Sil:.c1J atiOl1. If any of the

input data is changed subsequent to the final input verification, the

simUlation may terminnte due to an urd'oreseell error ca1H~ed

by the changes in the input data. Therefore the user should always

perform hist':i.nal lnput veri 1'i cut ion ~ all the changes to hj:3

input data have been made. iVhcn the oi:nulation is finally performed,

the user will receive both i.l.n input verification allll the rlCsult.; of

the simulation.

P-7

s
 11.4 Error MeGsa~cs

Many of the error messages are seJf-explanatory. Only the non-

self-explanatory error IDcssageB will be disrussed in this section.

The discussion of each non-self-explanatory error message contains a

clarification of the type of error created and the CRuse of the e'l"roI'.

In addition, thc method needed to correct the error is outlined. When

the corrective met.hod involves incre:J.sing an array size limit, both

the genera] descriptive name and the program variable name of the

array size limit is provided.

11-8
 4EP C OQ. T"'P~
················.··~ • • • • • • • • &• • • o • • • • ~ • • • • • • • • • • • • • • • •• • • • • • • • • • • • • • • • • • • • • • • • • •
T"F" TI")T8l ""'''PEc 1)1" L ''liE s.-r;":::-I\ITS I'.""T~o-:D Ie; lE<;C; 1'.d~' , OQ I';P~~TER TH,II>,j c~
TIOOT'" ::-4T~L ~r;c"p o"~\":-"TS C"r!OTY,cC' Tt;Tr:::::>;>:;r=To\Tl~\; c:r.- ''"'IS <;YSTn' I)ATA DECk'.
-- ;>;;l'C(,""~"
"ILL :;~t.~C'" Fno .,Ir~'<"R A E'LA~.I< C4Pr:: .),~ Tf<E: 5F:GJt,'If','G OF THE 1II(1(T SYSTEM oAT,II DECK.
F'aTlIl
r,... ". '"'IIV ICE C"",oEc:T"D BY EITI-'EP
FQo~";:; T""C
C"'~'~GINr. OF ITEM') IN::>UT OR CHAII;(;INr, THE
NU~"n~ PROG~""
ACO.h' C;Pf<;. " .. ;:t<:"C C:;Fi' ~1<;C'jSsr"'~Jc; HJ POT ... H<f 'E~pnq ~F5<;AGF';' PORTION OF THE: tlSE!H5 ,.ANVAL AND THE
"!leTto'! 'I; C-:I1:::;"I1 .....
,.,..£ iiUr"C" 1111 , .... re CRflr.IH"''''f":)'<; "IINIJAL nl"Att .... G WITH ACl!:>AY 517£ AO')lSTMfNT •
"".c:
.t;.·:.... r \;,ype 1 is a 'fatal error that is caused either by exceeding

the ~rogran arr~J size limit for the total number or line segments

(v&.rjable na:ne: LMLCEG), or by having fe'IJer than 1 segment, as all

Systcm0 ~ust contain at least one segment. The roroer can be

co-:rrected b~- increasing t;he array size (see Programmer's Manual)

....
....I
\0 and/o~ combini~r. adjacent seements that are similar to each other

wit;hin each section until the total nu.'nber of segments in the system

is 'lJit:!in the ;:.rr;>;:J size limit. In addition, the portion of the sys-

tem being Simulated can be reduced in order to decrease the total

number of segments to a number within the array Size limit (see

SectiC'n 5.2).
~1i1I1'!I'I:tl1'l1!"'I"" ,·111,,'1 I'

.EQ:>OIl" TYP"- ? •• ~ ••• a ••• §o~.o~ ••••• * •••••• o •••••• o •• o.*.~~.~ •• o ••• * •• * ••••••• O~.O.O • • O~ • • • • • O.
n-£ "'11~PF:c rF Y""NTrLllT7N, e;HA<"TS <"NTEDr!) re; LFS~ THAlli 0 0'1 r;R[ATEp TH~III "iii
T~'S "AT~l ~COOO PQF:Y"~T5 t"IIRTH[O INT[UUCFTATION OF THIS SYSTf~ DATA DECK.
Tht" 008~D~~ ~Tll ~EAo~~ F~Q F:TTHrp A RLA\~ CAPD Co THE Rf~fNNrN~ OF T~E NEXT SysTE~ OAT' DECK.
~rvF "!T~l FPO~P~ Mnv ~E COPDFCTt"O By FITHFA CHANArN~ THE '"I~Rt"P OF TTE~S INPUT OR rHA~EI~A THE ppOGo~~
."0:,', ~I7F<. PL~lSf "FE CI<;C'!SST'1~;<: Itl "'1T" THE 'FPooo "'''SC:;A(rs. POPTION I)F TH[ IISFP'S ~ANll~L INO THE
P(OTIO~ '1F THE Opn6p~Y"'F~tC; ~urnF rN THE pOOAPA~MfP'S "'h~IJeL nFftLING aOoAY SIZE ADJLSTMENT.
wrTH

Error type 2 is a fatal err0r that is caused either by exceeding

the program array size limic for the total number of ventilation

shafts (variable name: L~NSEG), or by h~ving a negative number

of ventilation shafts. The former can be corrected by ~ncreasing

the array size (see Programmer' s l·~anual) and/or decreasing the por-

tion of the system being simulated until the number of ventilation

I-'
I-' shafts is ".lithin the array size limit (see Section 5.2) .•
~
o

l
 • E~OR. ,vPf ) ~
....................................... .....................................•.•
T-I", "UHBH Of '''ACK S~t:TIO"'S E~'TE~ED 1$ LESS T~""I 0 r)R ,"PEATI'!! TH"'" 260
TW(S FATAL ~~RO~ PHEVe~TS Ft~TH[R I~TERPRET'TIO~ OF T~lS SYsTEM DATA DECK.
rilE PROr.I1f." lOlL\. SEARCri FOR EITIIER " flL"11( rARO o:~ T~r flEGI"NINr. OF THE lteXT SYSTEM a-fA DECIC,
5"1'1£ FaUL ~Rf(OQS MAY BE COI:RECTED flY E(THEP CHANGI~JG THE NtlMBE~ OF ITEMS INPUT OR CH'ltGING THE PHDG"""
ARRAy SllfS. PLfASE 'EE OISCuSSIONS (N ROTH TH~ 'F-RROR MESSAGES' PORTION OF THE USER'S ~'HUAL 'NO THE
POIilTION OF TwE PRnGIUP!I'!ER'S Gl/rOE 1"1 "HE PRnGp.AMHER'S I1ANU"L OEAL1NiG WITH ARR'Y SIZE ADJUS'",NT,

Error type 3 is a fatal error that is caused either by exceeding

the program array size limit for the total number of track sections

(variable name: UI'i'SRT), or by having fewer than one track section.

Tne former can be corrected by increasing the array size (see Pro-

grSl':'.mer IS !-1anual) andlor decreasing the number of track sections •

....
.... Tpe number of track sections may be reduced by combining two adja-
~ cent very similar track sections into one track section. In addi-

tion, the portion of the system being simulated can be reduced until

the r::umbcr of track sections is within the array size limits (see

Section 5.2). There must always be at least one track section if

trains are to be operating within the system.

~ "_.J' _'.. ' ...""'~-"""~ , .....'_.,0, ~~_ 1

]:i!:!,
. . '+'_~ll
 -£Plml:<> TV"!' 4 ~ ••••••• 4 • • • *4* ••••• ~ ••• O*4 ••••••• **oo~o.o*.o.o~ ••• o •• ~.o ••• o.~ ••• ~ •••••••••••••
T~E tVE"~~E P~TOO~ ~~'GHT 1~ I E~S TH~N ~~ np ~PFAT[A TH~~ ~nD L~S.

"EPPr.li.. T VO" ~ .o •• *.a.~ •• O • • o •• 4 • • ~ • • *o~* •• *Q~* •• 4 • • • • ~o ••••••• o •••• ••••••••• ** •••••••• 0 • • • • • •

TMF r. .... RrENT eAOOMFT'IJr p"'Ese;IIP~ E"H"RFO IS LFSS THAN ?/).OO OR r,PE~TI'.R THAN 3?on 1"1. HG.

A •• * ••• ••••~ 4~O~.~ •••• o.* •••• G.~.**.~.~O* •• ~.O.~.* ••••••••••••••••••••• 0.0 • • • • • • •
"EPROP" TY"E
T"E 5r>IJPCIO TYPE SH"lIL" "E 1 0"1 ?

4£PP'1Q" Ty"". 1 &O~ • • • • • • • o.&.~* •••• *••• o~**e~o •• o.~ •• o ••• ~ ••••• ~ ••••• 4~ • • • • O • • * •••••• O • • • • • O • • •
T"E O~v-F!UL~ TE""FIlAT"PE ENTEIlEO 1S LESS THAN -<;0.0 00 r;PEiiTER TH~N 140.0 I)EG. F.

"EPPO'::<> TYPF ~ ~ ••••• ~ •• *.o4 •• ~ •••• * ••• ~.~*~.~o~ ••••• o4*~~.#.~.4 ••• * ••• * •••••• « ••••••••••••••••
l~F WFT-~~~ ~E~~FP4~~f FNTF~f~ 'S LFS~ T~n~ _~n.~ 00 ~~FATfo TH~N T~E OPY-A~L~ TE~P[q~TLpF •

• EPROP~ TYI'" Q ~ ••••••••••• O •• + •• O • • • O.O • • • • • *~O~ • • 4.04.0~OO.OO~ • • • ~

* ••• ••••••••••••• * ••• * •••••
T~f TOTAL N~N~Eq OF p~~~F~GFo~ ON THI5 TRAIN TS LES5 THAN 7FRO.

This non-fatal error occurs when the number of people leaving the
I-'
I-' train at a stop is greater than the number of people already onboard
,
I-'
IU
prior to the stop. In addition, the number of people onboard the

train at the scheduling origin must be a non-negative number.

-EPPOQ* TYP~ 1r. ~ ••••••••••• o ••••••••• ~ •• *o •••••• o*ooO~ •• O•• O•••••••••• * •••••••• ~< ~ •• ~ ••• ~ • • • ~.
A~ IllE~AL TYPE OF lIVF s~n~f~T HAS HFEN eNTEREn.

This non-fatal error occurs when the line segment type has not

been entered as either type 1. (tunnel segment) or type 2. (station

segment) •
• EPAO~~ TyPE 11 •••••••••••• ~.e ••••••••••••••• * •• o •••••••••••••••••••• ••••••••••••••••••••••••••
THE FAN STOPpIN~/wIND~rLlrNr, OPTION HA~ NOT PEEN ENT[QfO ~~ EIT~EP l(~I~UL~TION TEu~JNATICN)
• OR ?(FAOJ C;HIlTI)O'olN O~'LY)
T.... t5 F~Tal
fpQI1P 1:"~EvF"TS <''1 0 THI'D P·'T'O"oOfT/lTIrt.j OF" TH!~ ",vSTp, nATA DECK.
TH~ ognfiOAv ~ILL SfA~CH Fn o F1TH~P A ALA\K Cleo OR THE ~fGT~NT~!G OF THE NEWT ~Y5TEM ~ATA OFCK.
e;D~E FATAL FPPDge; ~~V ~E CnQoECTC'O ~y F!TH~P Ch/lN~IN~ T.... E ~U~qF~ OF ITE~C; rNollT CR C~A~EIN~ THE PPOr,I'A~
,,"°rJA" S171':5. PtFASE C:;FE CTSC'!S~ION<; T~' POT!-. lHF '[PRn O "1':~C:4G~<;' POPTION OF THF USS::P'C:; ·,..6NlIAL AN" THE
PnoTTON OF T~E PROGP~~uE~'S r,uro<, IN THE poOnRA~ME~'~ ~ANuaL OFAL[Nr, wITH "I'OAY SI7E AryJlSTMENT •
• £PR~R. TYP~ 1~ .~~ •••••• *.~ •••• * ••••••••••• *.O •• OO~*~O~.~G.O •• O.* •••• o •••• * •• ~~.* ••••••• ~ ••••••
T~C' LOC~TTO' CF T.... E F~~~AC" ~~n OC' THTe; T~.(K srCTTON I~ lrc;S TW'~ 0 OR G~FaTFA THAN 1.PCe.~oO FFFT.

• 'II' . ~~" ~
........
 °EPpnH~ '~?F I' ~.*'.~~.G~.*~* ••• *~*.~.O~.~*~*.~O.*.~*~O*.*~~.* •••••••••• ~4 •• * •• ~ •• ~U.* •••••••••

THE lFNGTH '.F THle; TP.\(,I< SECTION TS lrc:;S THAlli 10. F"T •

• EPP~R. TYPF }4 e ••••••••• &.~ •••• **.* ••••••••• o ••••• ~**.Oo.O ••••• o* •••••••••••••••••••••••••••••
,~~ RADIUS CF CUCYATUQF cr T~Te; TOACK 5ECTln~ rS LESe; 'Hh~ 7S FT •
• ERP~~~ TyPF l~ * •• 4 • • ~* •••• o •• oo~o •• o~o~*o§~o.~.o.*.* ••• o*.o.o ••••• * •••••••••••••••••••••••••••
THE GOaDE D~ THTS TPArK SErTT"~ IS ST~~PER THIN 10 PCT •

• EQC~~. TYo~ I~ • • ~.G • • • • • • • ~ • • • ~~O*~~~OOOO**OO.O~ • • ~~O • • O~~ • • ~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

TwE ~AXr~ll~ ~LL"~A~LF TO.i~ v~LnCTTY I~ TwI~ TO~CK SECT!n~ rs LF5~ THAlli
00 ~~F~Tfg THIIII l!r ~o~ •

OEPof'C" TYCIF • • • • • • • • • • • • OO*O.* • • *OO.~.40.000~O • • * •• ~.O • • O • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

17
'''F To~IN p~~~n~~I~cE np~in~ HA~ REEN ENTf~FO T~COPPECTLY-
IT ~ .... nuu) "F /I !IiYP"S<:1
I cT"DUrTTI
? (~'PLTrlT
_ITM TcAr~ HFftT DEJ~CTION CouP~TEDI
~
(EtPLIn T -PI-' T'arN MFAT RF JfCTIO~ IIIPUTJ
I-' TH,<: F~T'L Fopno pgEYF~lS ~!PTHep TNTEppofTftTIO~ o~ TMTS 5YSTE~ DATA eECK.
I-'
I THF PR~~PA~ wILL sfAOr~ FOP FITH~P A ~LAMK Ct~~ OR THE AFGTNNTIIIG OF THE ~E~T SYSTEM O~TA OFCK.
I-' C:0\'0- F" ~ H.l <"11"'PC: ~~1v <.F ('~QPFCTFD Ry "{TH.P C'I~';~ Y'lf; THF "ll"qFD OF ITE~S TN""T OR CH,.NG TNt; THI': PPOGPA'"
W
~"C~y 517"0. Dl qc:" ~FF r::T<:C"s~IMJS 1'J flOT~ THF '("Rn" "F<;<;AGF<;' POPTION OF THE US"D'S "'t.NUAI. ANO THF.:
on?, If"; 'IF T~F 00"',",,, \ ...... F~.<; r.UI fl" P.I ''''F POnr,PMnIEP I ~ ~'H!IIl\L r>~A'- INr; ",1 TH apClY S pf' A!')..:L ST"ENT •

• ERpQ~~ TYD~ 1~ ~ ~
••••• ••• *.~ oo*~.oo~o~.~ •• *o ••• ~oo~***OO*~ •• o •••• •• 0** ••••••••• 0 ••• * •••••••
••••
n-'~ !'·'rrIeL tOOT''l'' nF TI-E ~"OVE TC~Hl T<; LF<;::; Tf'A"J THAT I)F TI-<F SCH(f)ULJNG D~rGTN FOQ IT!; POUTf::.

'I'his non-fatal error occurs when a train is initialized at a location

less than the scheduling origin for trains along the same route. All

trains must be within the normal operating route which is bounded by

the scheduling origin and the end of the last track section.

l
 .EQP~~. TY~r lQ eO~~ • • ~O • • ~O~ • • • • *.*§*OO~O~§~.O~G~.OO.6**G~.~*O • • • • • • • • • • • • • • • ** ••••••• 0 • • • • 0 • • •
T~~ t
N6Tw r ~F T~'S LI~~ ~eG~~~T r~ LESS TH~N In FFET
ro r,oFATEP Twft~ J"n_~nn F~~T.

-EPRn~~ TYOP ?~ ~* ~
•• •••• ~.4.0.~O~~(OO~**.O • • O.~.~GD~ • • OO~V.O.~*.~ • • • • **0 • • • • • • • 4 •••••••• 0 ••••••
T ... P (,Of{. ()F TIo<I<; LI"''= <:F.G"'F .. T TS I [55 TH~" 7<:' 01'1 G:<F ATE":; T .... H: II' _ O~~ S~ FT.

_[Ponce Ty~~ ~l ~.~O •• §O.OO.~400~.O.*~OO~6uoe~*u~~~.*o~*O~~~O.*O~C4.D • • • o • • O • • • • D.O.*.O • • • • • ~ • • •

T.... " PF.PtvFTP~ OF THIS Ll~F. <;Fr.~fNT IS LESS THftN ~n no GOFATFP THAN 1-000 FT •

• EPPOR* TYD~ ?~ •••••••••••••••••••••••• 0 • • • • • 0 • • ** ••••• 00 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

T"" 1o/F"Jr.HTl':r I>VI:RAG'O Qf')IJ(''''~'I'""c; ltolGTH F"(1q THIC; lI4E SfG"ENT TS I Ec::S T .... "N 0.;; ,,~ G~F.AT!:Q n-A" ;>.~.

Thic n~n-fatal error occurs when the weighted average o~ all the rougb-

ness lengths associated with the perimeters of the segr.lent is less

than 0.0 or greater than 2.0 ~eet. Roughness lengths cannot be nega-
I-'
I-'
I tive. Certain portions of a subway system may contain large uniformly
I-'
l':"

spaced protrusions that approach a length of 2.0 feet, but the per

cent of a system's perimeter that contains such a roughness length

should be extremely small. Therefore, the weighted average roughness

length should not be above 2.0 feet.

-';NQ,,"''' TYPf ;>1 •• • •••••••• * ••• **O*O ••• *Q.O.~.* ••••••••• ~ •••••••••••••••••••••••••••••••••••••••
T~! ~4lL 5J~rACE TE"'Pf.Q"'Tu~E IS LP 5S T'"1A"i 0 OR GQEAT!o TIi,,!\j 130 DEG. Flo
-£PQOR. TYo,," ?4 •••••••••••• 3.* •• §O~.O.**.* •• O* •• O.4 ••••••••••••••••••••••••••••••••••••••••••••
T .... F IMIT!~L Ay"P OPY-~Q~ lE~PFA~TI~E 15 L~~C; THAN 0 Op ~Pf.ATER THAN I~O OEG F •

-EPPCQo TyoF ?~ •••••••••••• ~.e~.**4~.*O~.~*.§O~G*.~ •••• ~,.O ••• *O ••••• •••••••• 0 • • • • • • • • • • • • • • • • •

T~t !J.ltTIAL Ar~ ~£T-8\~H lE~PFqATI~E IS L~SS TH~N P Op ~PEATEp THA~ THE OPV-qUL~ TFMPERATLRF.

• £RPr,~· 'fPI': ~~ « ••••••••••• 0 • • • • • • • • • • • • • • • • • • • 4 • • • • 0 • • • 00 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

T .... f" Of'SIG'J rpy-IlVl c:l T~~Pf;:;aTI)"F I~ LESS T!-fA'" 40 O~ (;RI' ATFD THA"I 1 00 nn; F.

~ ... --..........-"." ...-'--. '.... " :l

 !

*ERPCA4 Tyo~ ~7 ••••• * •••• ~.~*o**o •• o ••••• * •••••••••• o.**o~ ••• + ••••••• ••••••••••••••••••••••••••
T~E O",SIGN ~n-'lULI'l ,F"'PF.14QTUQ[ 1<; LE<;<; ' ' Alii 4" OR
GOfATFR TWA' THF OESJ~N ~"V-~IL~ TE~PFQ~TUPF
·EPROR~ TYPE ,Q •• 4 ••••••••• 0.§*.4 •• ~.~&~O~O.6.~O~O~.o~.*.~o •• o ••••••••••••••• 0 • • • • • • • • • • • • • • • • •
T~~ V~LIW E~l~Pf"~ ~OQ T~I~ ~F~O LnSS COFFFICIFNT IS LFSS T~~N ~ OR GPEATER T~~N 300 •

• ERRO~. TYDF - ~q •••••••••••• OO~.O.~.~OO.O** •• Q.*O* •••••• *.* ••• O••••••••• *.6 ••• 0.~* ••.••••••••••••
THE I\III~~EP rF SUQ<;EG"'~NTS TN THIS llNF SEGM~NT IS LE<;5 THAN 1 OR GREATER TMAN lSO
T"'IS FATAL FPRnR PREV~NTS FURTHED INTERPRETATION OF THIS SYSTEM DATA OEC~.
T",F PRnr,p~~ WILL SEARCH Fno FITHFp ~ BLANK capO OR THE 8f"GINNIIIIG OF THE NEXT 5YSTEM OIT_ DECK.
SO'"''' FAT!L FRP'1"'S "'AY .. e CNIPECT<"D 8Y EITI-'F.P CI-'ANGtNt; THF. IJU"'RFR OF ITEMS tNPUT OP C"'AN(;I,.;r; THE PPO('PAIoO
.'DPftV S17~<:. PU'&SE <:I;~ OTC;CII'5SlnNS TN "IOT'-I T~F '~PPf')D "FS<;AGFC;' POPTtO~ OF THI; USFP'S "ANI)~l ANI' THE
POPTrO~1 OF T~E DROGP~loOvE~'S GUIO~ IN THE PPOGP4"'~EQ'S MANUAL OFALING WIT~ APRAV SI7E ~O~~ST~ENT.

Error type 29 is a fatal error that is caused either by exceeding the

program array size limit for the total n~ber of line subsegments
........
(variable name: LMLSS), or by having les~ than 1 subsegment in the
....I
VI
line segment. The former call be corrected by increasing the array

size (see Programmer's Manual) and/or decreasing the number of sub-

segments within the line segment untjl the number of line subsegments

is within the array size limit. The lengths of most subsegments can

be increased, especially in tunnel segments where temperature fluc-

tuations are not as great or as signi~icant as in stations, without

greatly affecting the accuracy of the results. Increasing the length

of t.he subsegments in a line segment wEl decrease the total number

of' subsegments within the line segment. There must always be at least

1 line subsegl!lcnt per line :;egrnent.

: i
I

L
-"""'!---------.-'-----.~ U~
 ! 1,1

III!,

Iii
ii' i'
I
~,

~ 'i
,,, •••••••••••• eo •••••••••••••••••••••••••• o ••••••••••••••••••••••••••••••••••••••• !I!
.ER~OIH TYPf
T.... TOTAL ~1;"eEo OF" L Hlf C;lI"'SI'I",vEMTS HAC; r"P':-FDff> ;>C;;, 11
H'T<; j."I!TAL cQon« pOC"Vl'"t,T<; I'"I)I)TI-I(O T'IT,QoorHTfI'l'J I'll'" THIS SYSTC"M DATA DEC .... r
T'-'C" PO(j!,;Od" \, II.L <;EAOC'" F(1Q C"tTHC"Q A '1LA'IK c~rf) ()P T"E f'lI::G1NP!NG 01'" THE "IE.n SYSTF:M D~U Ol'"c ....
"

cn¥C" F"ATal FoOnos Yav ~E (npOEcrC"D bY EITHFP CH'~(;IN~ THE ~ru~pC"Q OF ITE"S INPUT 0'1 c"'A~eIN"" THE PPOGOA"
SDOIIV 5J7£". DLl'"aslO ~C"f Cr<:ClI<;<;rnNS TN ~I'lTH T... r 'EPP(1P 1-I1=:<;<;4GI;:<;' POPTION 01'" THF" US~IHS ",aNU-''- ANO TME
PooTrc~ nF T"'E P00008M~E~'<; ~Ulnl' IN THE PPO~PAMMEP'S MANUAL nfALING wITH APpAY SI1E .O~LSTMFNT.

Error type 30 is a fatal error that is caused cy exceeding the program-

array size limit for line subsegments (variable name: LMLSS). This

error can be corrected by increasing the array size (see Programmer's

Manual) and/or decreasing thp. total number of line subsegments in the

system until the total number of line subsegments is within array size
f-'
f-'
I limits. The length of most su,segments can be increased, especially
!i ~
in tunnel segments where temperature fluctuations. are not as great or

as significant as in stations, without greatly affecting the accuracy

of the results. Increasing the length of various line subsegments

will decrease the total number of line subsegments within the system.

In addition, the user may reduce ';;he portion of system that is to be

simulated until the total number of line subsegments is within the

array size limits (see Sect:i.on 5.j.

i:
Iii, I'
i
Iii
"

t
Iii
I~ 'II'; re._.'...._. . . . . . ,_,_~,_'_'~
~I! I~: '
'I~
 1,1:

"

31 .~4 • • • 0 • • ~ • • ~ • • • • • • * •• * •••••••• **~·o •• *.o.~* •• ~ •• a •••• *•••• o •••••••• ~o ••••••••••

-EPa'll!* TyoF
t'} !"oI10 P <"r.; "V"""""'E.,T ~\:,..q::-p "It<; 'lE;::~1 "'~T<"",n ~<; t. lP'rT Ff)'< A STEAr}" STAT" "'EaTIN'; OR CCr>lING Sl')tl:://:I'".
Turs F"~TaL ""01")'< OlJ~VI'"I';T'5 n,Hn ... Eo P!TEI1P"'EHTIIJ'.: n. T"YS <;ySTF" OATil r.E:CI(.
T~F oPOG0!.'" ~ILL SEA2C'" FnO "'T~"N II 'lLA'K r~po CP THE SEr.'NrII~G OF THE ~EXT SYSTEM DATA DfCK.
~n~~ F~TftL "PoO~S "t.v hE CnooECT~D bY EITH,P CH6N~INr. THE NUM~t~ OF rTE~S t~oUT DC! CHAN(INn T~E PPOOPAY
~DDIIV sIns. PLE~5£ ~n CTSC'Iss[nNS IN 80TI-I THe" 'fPoOP y,F<;<;AGFC;' POPTION OF THI' UC;I'"P'S "a"':'IIL ANI') THE
"noTTO'1 OF T"" PDOGQ ~""'F" 'e; !i1/101' IN THE ppor.PA""'FP' 0; f.AANLJAL nl'"AL !NG wI Tli AQI!AV 0;111'" 6n~t. STMFNT.

Error type 31 is u fatal error that is caused ~ither by stating a steady-

state heat source exists within a segment in one or more undefined or

non-existent subsegmcnts, or by describing the sub segments that bound

the steady-stat~ heat source in blproper order. An example of this type

is as follows: A ste8dj-state heat source is distributed evenly over

....
....
I
.... five subsegmcnts in a part3.cular segment containine 10 subsegments. If
-<
the user stat~s this steady-state heat source exists from subsegment num-

her 7 to 3ub:;egment number 11, he will receive this error as there is no

sub segment number 11. Similarly, if the user states the steady-state

heat source starts in subsegment 8 and ends in subsegment 4, he will

receive this error as the bounding subsegments of the steady-state

heat source have been entered in incorrect order. The subsegment num-

ber that narks the end of the steady-state heat source must be greater
'1
than or equal to the sub segment number that marks the beginning of the ii.,"
:

steady~state heat source. No subsegment number can ever be less than 1. :\

I
i: Ii
'I':i
I::

~ .1
'---- "
,~
 .[O~c=~ TYPF ,~ .~* •••••••••••••• C.~ • • • • • • ~ • • O • • • O.O • • ~.O~~ • • 4~O.O.* • • • *~, •• ~ ••• ~ ••••• ~ ••• O~ • • *.
T .... E STII''lT (l~ c::J .... \!I_ATI"~J P~PH'!'" l'i LEse; T;..I~~ ~ ()P GP~AT~D T"'~N ;>4 "''<5.
T~T<; r-.TAL F.Dpr,:; PP"''''''~ T<; O:-P"T,,"') I"TEPPPETATJO'! OF" TOJ!" cYSTEM I)~TA nECK.
T,",~ PP"'~PA~ ~(LL <;~apr~ Fn p F"JT~"'P A °LI\~W rAPI) 00 T~E R~~I~'iING D~ TH~ ~F".T SvSTE~ DAT~ OFC/(.
c::ov~ F".,TtL c:pqr,pc:: 1'1IY "f cro"rrTO:-O hv f'ITHr::> CHl~c:IrJc: T... ", 'lll'~''''·p OF HE"'S INPUT Co C"'AI\C;INt; THF PR(lG~II'"
~PPAY 517"". PU:~C;O:: <;FF.· CT<;C'J'5s1"'VS f'V POT'" T,.., '[,II<(1P .... Ec;c;AGre;. PORTrON 0'" THE USfP'S ~ANUAL INO THf:
P(lPfTO" rlF" T"E PPI)(;P/I .... , ... S "UIO'" IN THI' PP(1I';RA~"f'H5 "''''NUAl OF"ALINI'; wIT .. II~DAY S171': IIO';LST"fNT •

• EOOO~O TfP~ ~, •••••••••••• ~ •••••••••• ~o~~~.oo~~e~~.oo •• ~&O~.~.'*.O •••••••••••••• o.~ •••••• * ••••
T~~ no:-e;Jr.'! "r":T~ ~"'Tf0l'"" Ie; l"e;<; TriA" 1 0" r.prrTr-o n·':.,! 1;:>.
''''!<; '"AT'l cp::"''' P~fVF"t.T~ '"lJuT .. I00 I"T'"'''):>~T •. T!'l·; 111'" THTS C;vC;T~" r')AT~ DEC ....
TU," o:>n~PA~ ~lll SFAPrM fO~ O:-lT~I'"R A RlA~W r~cn nc T~F cEGTN~INn.OF THE NFXT SvSTE~ OATA OFC~.
<;o .. r F"AT~l FCiIlO::>" MAY "'I=: (,ODIlECTO:-D By EITH",P C"~NGJNr, THI': ~IU'~qFq OF lTf"'<; INPUT OR CIiAfI;!:INr. THE PPOr,R"",
ADOAY <;17<;<:. PLEASE eFE CISCIl'3ST"NS IN >lOT,.. THE 'EcpOP ME<;<;AGf'"C;' PORTION OF THE lJSF'R'S ~~N"AL AND THE
pr,QTrO~ OF THE PP~Glla ... uE~'~ roUIO'" IN THf PIl0(;P4 U "'EP'C; "'ANlIAL QFALING wITH ADOAY 517£ IIOJlSTuFNT •

• £D~~P. TYC~ '4 *.o ••••••••• ~ •• ~'o •••• oo~~G~~~G~~~O.~~004~GOO.~o_ •••••• o ••••• oo ••••• ;.~ •• ~~ •• * ••
TOJF ~I\T <;1'.'( TI-I'"Q"1L rr"·c'!':TTIIITv P!T"''''E"''I TO:; LF:'iS THrY .,.('~C; CO (;RfATfP THAI,! ?o RTU/I'c-FT-OEG. F •

• EDp",r:: .. TV""f ~e; •••••••••••• ~ ••••••••• O.~ • • • • O.~O.6 • • • 0 •• 6 ••••••••••••••••••••••••••••••••••••••

THE ~f4T <;1'\1< THEPM"l OrF"ISIvJTY ENTFRFO Ie; tESS THAN 0.00e; OR GREATER THAN lea so FT/ ... J; •

• ffl'PO.... TVPF: ,~ ••••••••••••••••••••• * •• o ••••••• o •••• oo.·o ••••••• ~ •• *•••••••••••••••••••••••••••

TI-'". "'1"1'JTF5 PCpTT'lN OF" rlI,,,tG'\I Tl"l'" IS G')F~TFP THAIIJ E;().
n·"
T"'IS FATaL ~~POR DR~vF:~T~ "UPTHfo I~JTF.PPRETATtON OF THIS ~ySTE~ DATA nECK.
TH," OP~G~~U ~TLl SEAOr~ FOP !'"TTH~q A alA~~ rARn OR THE REGtNNTNG OF THE Nf.T SvSTE~ OATil nrCK •
<;0"0: !'"Anl E:PPOoo; ~Av or: ~r.pPECTro By F.:JTHI'O CHA~;r,rrJr; THI'" NU~~PI'"P OF ITE"'o; INPUT 010 CHAI>lt:INI'; THI=: PPI)IjPAfo'
......
I 1.0Pf,Y '3IZE<:. DL;:Ac:,~ "FE CTC;C"SSlr'll'~S '~J ~OTH TI"l'" 'fPP'l" '"'Ee;<;AGI'"e;' PORTION 1)1" THE IJsrp,s ,./lNIIAl ANn T""r
...
0) PODTT,1~ IJ' THE PPI')GPA~~'EIi'<; l'lJlO'" IN TI-E ?Por.pa"MF:Q' S IJANlJAl Of All Nt; WITH IIPPAV S 17f: AO,;LST~fNT.

-ERPQA- TYPt 17 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• *.~ ...

T~F.: lFNGTH rF" THIS VF:~ITIlAT'O~ C;H~FT IS LESS THAN In OR GPFATF.P THAN 1000 FEET.

This non-fatal error occurs when the sum of the lengths of all the

segments in this ventilation shaft are less than 10 or greater than

1000 feet. It is very strongly recommended that the user does not

bypass the 10 foot minimum by allowing for a smaller than 10 foot vent

shaft via the Number of Allowable Input Errors in Form Ie (see Section

ll. ). This cautionary note is clue to the fact that very short ventilation

shafts may cause stabilit~ problems within the aerodynamic subprogram.

:~i
1"1'
li!1
 .EQP~~. TYD~ ~~ •••••••••••••• v ••••••••••• ~.~ ••••••• 4 • • • 9 • • • e •••••••••••••••••••••••••••••••••••
T~E AQf~ n~ T~rS V~NT'lATlnN ~H~fT rs Lf~~ THA~
1 rp ~p~nTfc TY~~ Jn~~ ~e ~T •

• EPP~P. TYp~ ~~ •••••••••••••••••••••••••••• ~ •••••••••••••••••••••••••••••••••• * ••• ~ ••••••••••••

T"I'" PFflI'.I"T"Cl 01" TIoOIS V~"TIlt.TrON SMA!"T re; LFC;S Tt'AIIl C; Oq GPI':AT~R TIoIAN 5(10 F'::'!:T •

• E~~rQ. TYPE 4~ ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••

T~~ lE~';T~ o~ T~[C; ~~~Tll4TI~N ~~'FT SEG~ENT IS LESS T~~~ 0
0P r.~r,TE~ T~AN lnon I"t~T •

• ED~~Q~ TYO~ 4J •••••••••••••••••• o.ooo~.oo.x •• ~o~o ••••• ~ ••••••••••••• ••••••••••••••••••••••••••

T~<' dvFo~~F ~U~~~P OF ln~~~ AryJftC~~T Tn F~C~ I.one IN THI" S~~SE OF SHADING o~~ OR ~ODE ~fCTlnN~ HA~ AI"EN ExcEEDED.
T"'r<.. ....,:.l '-:;:0"", O\J"'JF"T~ "'J"T~"'"
1"Tl"o,)I;>:T,-1}r:') OF 1"'T<; SYST" .. DATA OI!;CI(.
T~F DP~GO~. wrlL 5~40r~ Fno I"ITH<'4
A PL.~K rAory CP TWF HF~lN~ING OF THE NFWT SYSTE~ OAT_ DFCI(.
<:I!"'~ "Ht.L ">ll'lnQC; <:OE CnocEC'''O AY ElT~~P c"'r.r,GI"lr. THE 'JU!o'AFP OF ITE"'S INPUT OR CH_NGING TMr PROGIU"
"A"
I>0C:'Y STlr<;. 0t"II~O;: <iff CT~C'!sslnIojS 1"1 I'!OT~ THF -fooOo "1'<;<;AuF<;' PORTION 1)1" THE USFP,S 106N1.I61. ""to TMl
OODrT()'~ I)r n·E PPIj(;0ft .... " ... S (:UIO" IN THE pPor,pa ... ·>FP.c; ~AN!lAL orALING ..,ITI-! aPPAY <;17E 6D";LST'AFNT.

Error type 41 is a fatal error that is not caused by a user error.

I-'
I-'
I
I-' This error is due solely to the memory storage capacity limitations
\0

of the comp~ter. This error may be corrected by increasing the LMLPK

array size limit (see Programmer's I,lanual) and/or decreasing the portion

of the Sy5tC~ that is to be simulated (see Section 5.~,

!.. . . .1_...."._ M",_.,,,~_,.,, ..

 .f~Q(lIl. i'l'PF" 4? .~O~ • • • • 4~~~e • • • • • • ~o • • • • • ~.o • • • • • • • • • ~ • • • ~~~~~OO&O.~ • • O.* • • • • • • O • • • • • OO~O.O • • O •

.,. ... .,- ~,"'•.• " rF 'ir:~'iEr-'·"""T~ I'! .,. .... j5 VF:~iT!LlTIr,·· 9'AF"T re; Lfc;c; THA'J I ()O r,PEAT';o T"AN 100
T""r<; F'.H'.L ,,""O~q "'"-E"F,"T: .noT"'£o IrlTf~poF rATt()1\! OF' THIS c;y<;TO'", DATA DECI(.
T",F' OO'1r",:' "'Ill Sr::I\CCH I''lo FITHO'q A "LA"'K Cill?O Oq 11-1£ HI:r.Ttl.'T"J(, OF TI-IE NExT SYSTE~ OAT I DF'CK.
~r.wO' Fa1~L FO",n~'i ~ay ~F C~DoI':CT~O Hy flTHfP C.... ~~r,ll\!f- THE NII~RO'q OF TTfwS INPUT OR CHAN~INr, THE PROGRAM
.'001\'1' 5P·f'c. 0lf~SE C;FF r.r'iClre;SI/\PlS '''' HOTH T .... I' 'f'op(l1> "f'C;'iAGF'<;' POPTrON /)1' THE USF'IH~ fo/CNqIlL liND TIo<r
gneTH)': fill' T!w": POO;'''.JUvE,,'C; "Uf"'" J~r T"'F' PO'lr.p~"'~:n>.c; "'~'l:IlAL n.~LnJG .,TTY aOOlly SI7 F ~""l<;T"'ft~T.

Error type 42 is a fatal error that is caused either by exceeding the

program a1'ray size limit for the total number of ventilation shaft sub-

segments (variable name: LMSS), or by having fewer than 1 subsegment

!n the ventilation sha~t, The former can be corrected by increasing

the array size (see Programmer1s Manual) and/or decreasing the number o~
...to·
"
'~
10 subsegments within the ventilation shaft until the mUliber of ventilation

sba~t subsegments is within the array size limit. There must always be

at least 1 subsegment in every ventilation shaft.

~PQ"Fii. TY!)!'" 4"'1 & • • • • • ~.4G~.~~*.4 • • • • • 0 • • • 0 • • • • 0 • • • ' • • • • ~6.~.O~.OOO.o*.~~ • • • • §Q • • • • • • 4G40.0* • • • •
T .... '" TOT ~L MI"""':.I ~F l T~. 01>.:" ""'IT SHAFT C;'lRC;f"r."F'NTC; J~r THJ.5 5 Y5TE" IC; GPE:. 'F.P TH,IIN 300
n.te; .tTlll fPoflo PI;>f'IIF"'15 .ItIlTHF"1I ItrTEPpo"'T~Tlml (,I' T'iT5 c;v<;lF'" I)/ITA nECK.
TH. oi;ln~OAq ~TlL S~lIor~ fn D f'rTH~O II "LA~K caAO 00 THF AF"~IN':r~G OF THE ~fXT SYC;Tf~ DATA QFCK.
~n ... F'Hlll11'111='1')0e; "!av .. " CnooFCTr:-O !-Iv F'JTHF"D CH ... t:IiH:r. THF MII'4Rf"P OF ITE"" 'i"Pt,T 00 CHA"C;INr; THE PRO(;PAII
tOPAV <;I7f'~. PLO'tC;F 'iFF CICOIc;c;t/\~S IN ROTH THF 'Foon o MFC;C;A~.C;' POPTln~ nF" THE USO'o'S .. ~~UAL ~Nn TIo<E
POPTTO" Of' T",,, PDO",p~",,.,I''''c; r.1l1i)~ IN TI-IE POnr,PA"MfoIS "'A~HlAL ,)FALI"J(; WITH AeOAv ">ITE .6"~LST"ENT.

~ROOr:;. TV::>!,: 44 ••••••••••• ~~.* ••••••••• ~.~ •• ~~~*004 • • • 00.~O • • 9.~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

I Cn~TQOLlf~ lO~E ( TyPE 1 , ~UST NOT CO~TAT~ A VE~TTl.TIn~ 5H4~T

Ii
I,
,1
1.1

i"ill
 4~ OO • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • * ••••• V • • 4.~ • • • • • O • • • • • • • • • • • • • • • • • • • 0 • • • • • • • • • •
-",PIIIOJ;o TYp~
T~f ~,~PFo r~ DATA POJNt! ~rp T~I~ SPf~n vS T'~r PROFILF IS lEs~ THA~ 2 00 AREATfD THAN ;06
'~TS FATAL fOOOQ PPEv~~l~ .I~T~~O INT~gDPETATIO~ OF THrs ~Y5Tf~ DATA ~ECK.
oo~Go,~ Ittll S~AO(''''' Fnp FIT";"II II ~l~~,1( Coof! OP T,",[ flEr;p.j'·!l'IG or THF NE~T SVSTE'" OATA OFCK.
"'1-.
~~vC FaTll F~O~C~ ~AY ~f rnpoFClrn ~y EITHFP CH~~GI'~ T~E ~U~DFD OF rTE~~ TN~UT 00 CHANCIN~ TH~ pPOr;DA~
1I0Col-' ~r7E<:. DlF~C;f:: .:.n r.tsc"C;<;ynNS 1"1 Hr)T'" T .... F 'fPpr,p ~,EC:;C;I\GFC;' pnoTrON OF THf tJS"P'S I"AN!IAL ANn THe
oOoTro'; I'll" THI:: PPI1(,Oa""t:,ac; f'1)JO~ I~ THE ppl)r;p~"Mfo.<; "'A"I"AL r)FALING WJTH APPAY <;17£ AD~LST"'ENT.

Error typ~ 45 is a fatal error that is caused either by exceeding the

program array size limit for the total number of speed-time profile

points (variable name: LHEXPD), or by having less than 2 speed-time

aata points. The former ~an be corrected by increasing the array size

(see Prorramz:Ier's M!l.nual) and/or decreasing the number of speed-time

\:I
I\)
profile points until the number of s;>eed-time points is withj.n the array
.....
size limit. One method of reducing the number of sp ...-ed-time profile

points without losing any accuracy is to reri.uce the number of speed-time

ddta points during the times the train is movine at constant speed.

Due to the fact the program interpol<.>tes linearly between data points,

the otlly d",ta re'luired while the train is movine at consta~t speed is

bTO 3ucccs::.i'lc ;,;peed-tirr.e entries, the f'rst beinc; at the point in time where

the train beOl;ins mO'ling at constant speed, and tile seconcl at tile point in time

",
'.'

,,~.
):ii ...
...-.-
 Whe:-e the t-("ain stops moving a1: constant speed. Any data between these

two point~ is lUlessential and can be eliminated if deemed necessary. If

train p~rformance option nWffiber 3 is being used, the train heat rejection

rate mUJt also be a constant during this time for this method to be

applicable. Additional reductions can be made within the portions of

the speed-time profile where the train speed does not vary ap~reciably

(less than 5 percent) by assuming the train is moving at constant speed

and reducing the number of data points by the method outlined above.

The accuracy of the speed-time profile will not be greatly affected by

I-' this procedure. As in the procedure described above, if train perfor-

I-'
I
IV
IV mance option number 3 is being used, the train heat rejection rates ~

~ be approxilllately constant during this time for this method to be

applicable. FinallJ, the portion of the system that is to be simulated

can be reduced until the number of speed-time profile points is within

the array size l~its (see Section 5.2' The program interpolates linearl)-

bet.een the speed-time dat& points when train speed information is re-

quired during a simulation, and it is for this reason that at least 2

speed-time data F~ints must be entered, as interpalation car on:y be

performed when there are 2 or more points within a data set.

 .~~O~~. TYP~ 4~ • • • • • • • • • 4 • • ~~ • • • • • • • • • • • • • • • • • • • • • • • • • 4.~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
T~~ TT~F nATa pnl~TS NIVe AEE' E~TERE~ OUT O~ OO~ER no H~VE A TT~E SPA~ GPEATFR THAN 1 O~'.

• fPO~~. Tyo. 47 ~ • • • • • • • O • • • ~.OO~~~*OO~.A~.·~~~~~,OO.O~*~OO~.O.009 • • • • • • • • o •••• o.~.o.~.o.~ooo ••••

A TO_!~ 501'''" Les~ T~~N ? no ~PFATEP TWA~ l~r YOH WIS 8'.~ f~'~oEn •
• £pQ'flr;. TYPE 4R1 • • • • • • • • • • • • • • " . . . . . . . . ooo . . . . . . . .o . . . . . . . . . . . . * ••• c: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tl"f NI' ...~F:0 ,'F T':!del( SI'"CTlCr.:<; ollIS TWIce: T"f N"~PfP nF SCHS::O':LEI) STOPS IS U'C:S T"iAN 7EoO CI: r,oEATEo THAN ;'C;q
TNT" "IT~L .cr:H'.I~ g;:)"\I"·.:T~ C'lIoT",rp HJTEPP"~_ T~TJn~, OF" TI-ITS SYST, .. nATt r,);:CO<.
TI-'''" "oC!;""" ... TtL 3F~or" FOO I'ITH"o:! ~ ;:lln,\ (l;,!'l r,q T4F ""r;p:':T'·'G 'IF THi'" I'<I:"'T svc,TE'·' r)IIT~ i:lI'CK.
~n¥~ r~T:L r~=~~~ ~~v ~E Cn~~ECT=O ~v ~:T~~u C~AN~TNr, THF ~~~P~Q O~ TTEYS T~OUT n~ C~ANGINfi THE PROGRAM
,-OOsy 'S17 rc • :>lC:~C;E ",c-E CT<;r:n~SlnNS Pi RI"\T!-' THE 'E::>pnR ~}t~C;~GF<;' POPTtO", OF" T"iF IJsn~'s "A"IIJAt aNn T~E
POOll')" nF T"'~ p~aGP~ .... ,,£~.e; ('IITor I~I n .. f ppnr;Ra"'''I'!HC: ~A'I;U~l [)FALINr. 'oIlTH APRAY C;I7~ AD~'LSTN:FNT.

Error type 48 is a fatal ~rror 1;hat is caused by exceeding the array

size li'llit for the total number of track sections (variable Hame: UITSP.T).

The program internally creates 2 track sections for e:,ch stop along a

route in addi tior, to the track sections entered lly the user when des-
""''""
''ro
\.lit
.' cribing the tr·ain r:-mte. In addition, the program internally creates one

track section for each s~ent through which the train passes. There-

rore, the user might receive this error message after he has externally

descri bed fewer than the ma..dmum allowaule numb(~r of track sections.

depending upon the number of scheduled stops made and the number of

segments through which the train passed. This error can be corrected

by increasir~ the array size (see Programmer's Manual) and/or decreasing

the nunber of track sections. The number of track sections may be re-

duced by combining tvo adjacent very similar track sections into one

track section. In F.ddition. the number of track sections may be reduced

by ccmbining adjacent segaents that are similar to each other vithin

...l!-.. ._
iili'~jl·' ,"
", ,

each section. Finally. the user may reduce the portion of the system

he is simulating until the total number of track sections is within the

array size limits (see Section ; . j .

• E~~O~6 Typr 60 •••••• o •• *~ ••••••••• ~ ••• o.§ •• ~.~~~~~§~~*O~*~~4*~ •••• ~*.o ••• o*o~~*~o.~ •• ooo •• ~ •••
Tw~ L"C,TTO' ~F T~JS <r~EC'll~" ST"O Is 'OT WTTHr, TUF l'~'7~ OF T~S TP~CK ~F~T!0~C •

• €::),;;;;..-:~x TYDF" c; ..., .~~.~~~.~.6~'~.~«~*O~~.&~~4~**~~~~~~**~*~~~~~~~W~*~*~ ••• «~~.~.~ .. ~.~.a~*~*.~.~ ...

··;F -:~;::L.l TI"'E AT _ SCIo4E~UL.E!:' STOP IS LESS THAlli 0 OR G~EATER T~.IoN 900 SECOt.lOS,

.EQ~O~O TY~~ ~t •••••••••••••••••••••••••• * ••••• ~ •• ~.O • • *60 • • 0 • • • O • • * •••••••• 0 • • • • • • • • • • • • • • • • • •

TWF ~"I"<>FO ~F' C/IOS JP\! T... Is C;'J"l..,AY TOAr" rs LF'SS THAP\! 1 OR GPEAT!'"R THII"! ?O •
• EPP~C~ TVPF C? •• * ••• * ••• *.~.~~.O~.*~~~~O~~ •• *~~.4~400.GO~~ •• * •• O.*.* •• * ••••• o.~*.* •• o •• o ••••••
T~~ l~NGT~ r~ l~r~ SU~~tY Tc~rN rs lE~~ TH~~ ~s np GREATEP THAN I.Sno VT •
• r- .... ':".,;:;"" Tvc:.F" Cj:"1 • • • • • • • • O~*~~O~O~O.46§6.000~.66~OO~OO.~.*~O • • *O • • • • • * • ••• 0 • • • • • • • • • • • • • • • • • • • • • •
T .. " F"n';Hl ~C>F'" nF' T"'rS ~"Il''''AY ' ',11 p, rs LF'~e; T"'~N ;>r:; np I;PcATFP THA'I 300 <;1') ~T.

~p~~~~ TV~f ~~
0; .* ••••••• D40~~OO~~ooooo**~~~o.o~o*~~o~ •• *~~o.o~~ •••••• ~ ••• * ••• o.o.* ••• o ••••••• o.
.... T4F !'tCFl~PHJf)" OATE ~ng ,HTe; TD~r~ 1<; LFSS TH.PI O.S 0 0 l;oEATF'o THAN S.C ~p~'£EC.
I
\)
c:- o(Oc..",c:~ T~~~ <;0; .O • • • • • • • • O.~OO~OOO~*~O~*OO~O*~*O.O~OO~.O~~O.OO • • • • • * ••• o.~o~.~o* ••••••••••••• *.
T~~ ~~I~ ~PT~TrON CnF~FrCIF'~T FnO T4IS TO~rM TS LESS T:'~N 0.0 no GPEATEP THAN 0.10
• E;;Q~t:::~ T'f'P~ <;f, ••••••••••• o~.~*o.~ •• §o.o~~~o~o* •• *.*oo.*.~ ••• ~ ••••••• •••••••••• o •• G • • • • • • • • • • • •
T4f AUEPA~E ~~PTY CAD ~Fr~u~ '5 L~SS THA~ ~ ~P ~PEATfP THA~ ISo TONS.
0EOp'"!;:;", TYQ~ <;7 ~.4 ••••• 44.~3§~.~O~*~~o.o~nG~~~*o*o~o~O.OOO*~*004 ••• 0 •• M.O •••• ~.~ ••• O.ooo.o ••• o.
T"''' <;p;O:;I"l~ I-(AT ~EJ~CrrCN oaT~ Ofp C~o (5 L~S~ THf~ r no ~~E~TEO ,WAN 1.OOO.~OD g'U/HP.

• EPQnc;~ TY0F' ~~ •••••• 4 •••• 0'o •••• o.o.oO •• ~~.4.*O.OO~o~ ••••• *.o •••••• !~ •••••••• oo •••• o •• o.~ •••••
T~F L~T~NT ~~AT O,JECTTO~ C>~T~ ~fO C~O IS Lf~~ TH4N ~ OP r,o,ATfP TH~N 200.0~n BTU/Ho.
4fpP""" TY::>~ 0;'1 • • ~ • • • • • • • O.*4 • • • 0 • • 0*~~.~~§.O~~~O~y.~O*.~00004 • • • • • • 0* • • ~~ • • • o • • • • • O*O* • • • • • • • •
T~I~ ~~~EL ~ra~FTF'q Ie; L~S5 THA~ ?O OD GOfATFO THft:, 4~ tN •
• £~~~C~ Tyof ~1 ••••••••••• o~o •• ~~~ooo~.&OO~oooo.o.o •• ~ •• o~~ ••••••••••••• ~ ••••• *o ••••••• ~ •••••••
THrS r.E~~ ~~TIO r~ LESS T~~~ 1 TO 1 OR APEATfR THA~ ?~ TO 1 •
• ~QP~Co TyDF ~1 •••••••• 4 •• *~ ••••••••••• ~ •••••• ~.~~~o.~** ••••••••••• * • ••••••••• 00 • • • • • • • • • • • • • 0.
Tn'~l unTnq PfSTST~~C~~ F'TFD~O dOE IF'SS THAN ~.O~I no AR,~TER THAN ].0 OHus •

..............."--- ,.. -".~.

 .E«I"O~. TvP€ 62 ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
T~ESF RE~I~T'NCE V£~OC'TIES ARE LESS T~,~ 0 MP~, CREATF.A THAN 100 MPH, O~WOT i~TERED IN THE PRoP~R OROER,
This non-fatal error message is basically self-explanatory. The second

of the two resistance velocities er~ered in the input data must be

greater than or equal to the first resistance velocity entered.

efQPOPo TYPF ~~ * ••••• o •• oa~~o~O*.~ ••••• ~ •• ~ ••••• oO.* •• ** ••• O•••••• * ••• * ••••••••••••••••••••••••
T~F P~NFL ~5LL THIC~~~S5 I~ L~S5 TNA~ ~ 01< ~I<EATEP THAN 3D FEET •
.EcqO~. TyeE ~4 •••••••• *.* ••• ~ •• *.O~O* •• ~ ••• O.~~*4~.O~O.~*~.~ •• * ••••• * •••• *** •• * •••••• o•• o.* •• ~
T"'f ~I'I''''Eq l"F ('.POI)PS OF TP~T"'C; frJ"EPEO IS LE<;C; THAN J 0 0 r,P~ATI':P THAN 15
THTS !'"HAL !'"PIlFlP PPEV~II;T::. !'":JI<THED I~.TERPDEHTIO~, OF THIS C;vSTEM DATA OECI<.
THE PQnG~A~ ~TLL SEAOC" Fnp FITHcR A RL~~K C~DD 01< THE 8EGtN~I~~ IF THE NEXT SYSTEM DATA OFCK.
<;0". FIIHL FRPI)PS I'AY HE COPoECT~O By E ITHE'! CHANr,INi. THf: .jUMR.R OF ITEII'S IIIIPUT OR CHAN(;IN(; THl: ppnGpA'"
AD"AV SI7ES. PlIOASE c;n: CTC;CIISS["~!3 IN HOr" 'f-I£ 'F;?POP "I':SC;AGfS' POPTION OF THE USF'P'S I/.IINIJAl ANO THE
p""nOM OF' Tf.E PQOGp~"'''Fi<'C; r:lJTOc IN THE PI<Or,PAM",t=:P'S "ANtr~L O<:ALING WITH APPAY SIZF AO-llSTIo'ENT.
f-'
'-' .fQPn~o TV~~ ~~ .*o ••••• o.**~~~OO~~§~~~O~~~~O~~~~~§**o.**o~.o.Ooo ••• * ••••• ~*.oo.~* ••••••• o ••••••
I
I\,; Tw~ lPh1~ TvcE E~TCP!n
nc~c; ~nT [WTST.
J
THl" F.T~L EoPOP PPF'VF~TS F'1~TkEo I~TEpp~ET~TrO~ OF' THT~ c;YSTE'" OAT~ nECK.
Tf.~ Opnr;PA~ ~ILL SEAPCH FOO FIT~cp A RLA~K CIPO OP TH~ BEGIM~ING OF THE NExT SYSTEM OAT~ dF'CK.
c;C~F' FATAL FPPope; ~A( ~E cnpPECT~O HY EITHEP CHANGING THF NUMREP OF ITEMS TNPUT 00 CHA~~ING THI': ppOGP.~
~COAV SI7f~. PLE~5E C;F'f CJC;~ISSTnNS IN ROTH TH~ 'Fcpoo ~E<;"AGEc;' POPTION OF THF USfP'S ~ANUAL AND THE
OnQTIO~ OF Tf.E pPOG4~"~F~'5 PlilOF' IN THE PI<Or,PA~MEo,S "'A~u.L n~AlrNG wITH APPAY SIlE AD~lSTMfNT.

Error type 65 is a fatal error that is caused by an error in the identi-

fication of the type of train that is to be travelline on a route. The

program asks for the number of train types in the "General Data" section

of the input. If the user states there are 3 train types in th~ General

Data section, he must refer to these 3 train types as type 1, type 2,

and type 3 when describing his t:-ains in the "Train Route Description"

data section. Any other train type other than those mentioned will

cause this error type.

 • ~PPOI;'!." TY"!" f," • • ~ • • • *G4~*~~O~0044~~~*~~040.0~~~~~O~~§~O~***.~~.O • • O~ • • ~~~O~~O~~.* • • a40.0 • • • • • •
r .... F: ,..j1 "~?EP r~ T" ~ PIS T~ i .... T::; r::P()I;~ IS l""'';<: T~'\i\. 1 00 (',O~:.ir.j.,;J TH.\t\: 1-('\00.

.E"~r.P" TV"F ~7 ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••

T~F ~~40~AV Fn~ THrS r,POUP nF T~.TNS IS NFG~TTVE OR G"raTER THaN 10.000 SfCONnS.
.ER~O~. 'v~F 6~ •••••••• ~ •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
A ToTAL PR.SSUR~ ~IS£ FOR TMIS FAN IS l~SS THAN 1S.D OR GREATER THAN SD,O r~, W,G,
.fPPC~" TVPF f,Q •••••••• * ••• ~* •• oo.a~.~~*o.* •••••• * •• o •••••••••••••••• ••••••••••••••••••••••••••
ft VOUI'~F FL':w RAT~ FOD TI-JS F".v" Ie: Lf"<; T"I4'.; II OP GPF"TFI:l T"IAN ~.O(lO.(lOO cF"~ •

• f~PGC~ TYO~ 1~ ~ ••••• O~ •••• ~40000~;·*~~~~*O~*~~~*~34.000*~~*.*OU4 ••••• 44 •• 0 •• *~.o.o ••• *a~ •••••••
TNI~ O~QIu~T~P IS INrn~cISTF~T wIT~ THF ~cErT~I~O ~PFft •

• EPpn~~ TY~~ 7' .~s ••••••• o.~ooOOOQ~.04*~~*O*~~~~o~.ooo ••• o.oo*o •••••• ••••••••••••••••••••••••••
TWF n!~~ED€'rE R€TWE~~~ TrE E~~ O~ THE LAST TPACK S~CTI~N THIS ROUTE A~~ T"IE
ON
"'liv I)~ THC" crf'~I)IILI\lG ,)I>JI:I'" nLIJS ,f-'f: I)TSTl\"r~ TPAVFLtEr1 ~UQlr·J(; THIS c;pEEO-Tt"E pROFILE
r~ t:orl'ir~:) " ..... A1J "'~.1 .. 1} ,,"FI="T.
T~.IT'C; ~.A."rfLL !:'"=,Oo'"t::::' i=)"J~';:-',TS t"!!Dl""'C:'- If,~T!=QPr;~T!Tj!"!~,i OF' THIS ~vST~'.· r)ATh nECK.
TN~ ~~)~go • • TLL SEA~rN F~O ~ITH~~ A 8L.~K rAPn OQ THF ~~~TN~TN~ OF THE NF~T SYSTEM n.r~ D~CK.
) <:"". ~~Ul <"ooCO" "/IV <OE r'lOOFCT~1) qy 101 r"'F"1> C"ft"lr;p:r; TH' ~JCI""~R OF ITE"C; fhil>UT 0« CHr.t;EH_~ Hi1:- pPOG~.1o!
, ~OI>~V <;17E"'. DL~~<;" "ICE CT<:C"<;C;ln~_,s T~I "OTl"' n-!'" 'F:ponD "F"'SAGE'" QQPTION O~ Tf<r U51"'HS i'M~I'AL 4NO THE
DODTIn'; '}F rf<r PDI'(jOft""I'"~ Ie; r:lltl)<" IN T"iE PPOr:PA~'MFP.c:; "~";I!tL n~AL.III!C; w!Tf' ~Q::lAY SJ7~ AO~-"'ST"'n!T.

Error type 11 is a fatal error that is caused by miscalculating the

speed-time profile for a train when using train performance option

number 2, When the user provides a speed-time profile for a train,

he must make sure the train travels ~he entire distance along the route

it is travelling. The program has a tolerance of 50 feet. Therefore,

if the train travels to within 50 feet or less of the end of the last

track section on its route, it will be within the tolerance of the pro-

J
 gram. This error message only pertains to trains that fall short of

the end of the last track section on their route by more than 50 feet.

The distance travelled during a speed-time profile may always be greater

than the end of the last track section for all trains On all routes •
• Eo~n;~ TY~~ 7~ ~*~~~~~~6~~~~O • • ~.*~~G~~.G~O~~eo~*~~O.~~CO~O~~~~eeO#~o~~~~~OO~~., ••• ~*~O~~~.O~~.
T~F ~II~'~~ CF wnTn~S o~p c~g T~ Tule; TPar~ IS L~SS T~&~ I no GD~lTEP THIN 1~.

0EP~0~* TYPF 7~ ~~~O.O.OO~O~~~~~~**~*~~~~*~~**~~~O~~~*~4~~~ •• ~*., ••• *.~400.~*.o** ••• G.* •••• * ••••
T"'F '!·""'EQ rF NflN-7EPr') ITfv<; PI T"E Gnjfqn naT~ IS I"SIJF"'ICIE'IT TO DF5C P IRI:' aNY SJUUlIIT!CN.
T~TS FATAL FPpn~ PREvF~T~ FuoT~~o I~'TE~PPETaTIO~ OF THIS SYSTEM DATA DECK.
T~F DPnGoA¥ WILL SEAo~H FOo rITH"'R A RI_A~K capn 00 T~F RFGTN'T~G OF THE ~fXT SYSTr~ n6TA DFCK.
cnv", raT~L rooOFs MAV p~ CnooECTFO HY FITMED CHA~GI~r. THE ~U~~FR OF ITE"c TNgUT OP CHIN~I~~ TH[ P~CGPAM
~rootY C;I7r~. DLF~<:;F. <:<:[ CY<;C"SSI'l"lS To.: »('1'" T~~ 'F"'P(,)P "F~C;~Grs' PORTTO~J (). THO: US<:""') "~M'AL ANfl H'F
I-' cO"TTO', (')r T~E P'10GP~''''~'''c; ('IIID"" r'" T"iF. ppnr,?~"'''f'''C: Mt.WIAL n.tlLPjG wIT ... ACCAY S17'" Ar::'~LST"'F'JT.
I-'
I
~ Error type 73 is a fatal error that is caused by having no trains and

no tur.~cl system. The SES may be run with trains and no tunnel system

(such as when trains are running in free air), or with a tunnel system

and no trains (such as when simulating the emergency ventilation capabil-

ities of a system with fans), but no simulation may be run with no trains

and no tunnel system.

I
 .fQcn~~ Tycr 74 ~~O.O.O~~~~~~~.~~~.0046000*O~~Of~~~ rA~*.·*~**~*Q*9~*~O • • o.~~~~~.~.~IG ..• I ••••• §.
TWF ~axJ~u~ ACr~l~PATTnN ~AT~ aLLnw~n FOQ T~r~ T~Ar~ r- lrSS THAN o.~ OQ GP~ATEQ TH~N ~.c MPH/SFC •
• EPQnR* TYPE 7~ ••••• **~ * ••• .o*.* ••••••••••• *o •• *.* ••• *~.~ ••••• * •• * ••• *.* •• * •••••••••••••••••••
THF OAT~ porNTS FnR THIS FA~ CURV~ APF INCOppFCT OR TOO CLOSE Tn EACH OTHER.

This non-fatal error 1s caused by placing the fa.n curve data in the input

in a manner that does not supply the program with four pairs of indepen-

dent data points. This occurs when there is a duplication of a (I.ata point,

or when two data points have been entered so close to one another that

the program is unable to fit a cubic polynomial curve through all four

points •
• E~p~C~ TVPF 7~ ~*.~·.*~~ •• ~~~O~O~O •• OOD~~*O~~O.~*~ •• ~QOO.*~O~9*.*G~~.~~oa~._ •• **o.*.~ •• o ••••••••
n<[ CPEP~T!, r. TIM'S Fn o TtoTS ~~!>.j nR~ n'lT O. f\O"f P •

• E~Po~e TYP~ 77 •••••••••• oo~.o •• *o***.~~e~o~~~~o~o~.o •• O • • • • • • • * •••• * ••••••••••••••••••••••••••

I
()
TUE ArCFL~p~TTO~' PE~T~TA~Cr ~~ T~> ROTATI~\' P~PTS OF THTS TPAIN IS LESS THAN ~.l OR
Xl
~D~ATFP THA~ 30.0 LH~ oE~ T~NI(~OH/~E,) •
• fPP~P~ TVP~ 7~ *.~ •••• ~.*.*5* •• ~~~.~~~~~~ooo*.o~~~*.~*.o~o.oo** •••••• ••••••• 0 . 0 • • • • • • • • • • • • • • • •
T~f PfPI~fTcD OF THIs T~~l~ T~ LEr.~ TH~N ?O.o OD "PfATED TH~N ?OO.O FfET.
0EDPO~O TVD~ 70 •••••• * ••• *~ •• *~.~ O.O~OOOO*O.** •••• ~~.O.~O**9.* •••••••••••••••••••••••••••••••
••
THF NIf""IOR r~ poINT r.,o("\l)PS J~ LI'"SC: THA'" 1 00 mIF, II TfR T>lAI. 1 Ii
THIS FAT/IL F:oRI)FJ PPf\IF~TS ~I)QTHEO INTE"PPF.TIITION O. THiS SYSTEM DATA O~CI(.
TH~ P"OGP/!- WILL SEAPCh Fno ~ITH~R ~ ~LANK CARD OR T>lF. BEGINNING OF T~E NExT SYSTEM OATil OFCK.
<:O~E F4T~L ~RDOQS ~AV PE COPOECTFO ~y EITHED CHANDINO THE NIJM~fP OF ITENS INPUT OR CHANEI~r. T~E PPOGPA~
~PQAV SPEC;. PLF.A5E <:tE CT~('1IC;5I~/l,fC; H! "10Tw THE 'tppnp "I05<;A<7I'"S' PORTIflN OF THE USEP'S ,..ANtJAL AND THE
pnOTrn~ OF '~E PDOGQtVUE~'C; ~UIor IN THE PPO~PA~~EP'C; ~~~IJ~L OF~LTNG wtTM APPAV SI7F AO~LSTuENT.

0F.:ppo~., TY0E" A~ ~ •••••• *.* •• ~.oO ••••••••• *.o.** ••••••• ~~~*o~ •• ~4.0*.* • ••••••••• 0 • • • • • • • 00 • • • • • • •
, .... 1' NII"",p (iF POH.'T H'TFI<\'ALC; IN THIS I)Dr",' fiOOIJP IS (F"<;S T"AN -1. GPtATER TI1I1N 1000. OP EQUAL TO G.
This non-fatal error is basically self-explanatory. If the user wishes

tc have one print interval in a print g>:-oup, but does not wish to have a

printout at the end of this print interval, he must enter a -1.0 for the

number of print intervals. There can never t~ 0.0 print intervals in a

print group.

"-"'~"""""".'
Ii",
 • ERRO~O TYPF ~l ••••••••••••• o •••••••••••• * ••••• * •••• ~ ••• o~ ••••••••••• ••••••••••••••••••••••••••
T~~ pOl~T I~TFoV4l ~Oo T~I~ OPINT GQO'~ IS l~~c TH6~ ~.l 00 eRE~T[R THAN 36jO.~ SECONDS.
_[0°00" Tyol'" ~? •••••••••• * ••• ~ •• oo •• *o.~.oo.o •• ~ •• * •• o*.o ••••• ~ ••••• * ••••••••••••••••••••••••••
T~F ~'M~[P rl'" AP~oEVIATEO DPI~T~ DER nET~Jl D?I~T JS lE~S T4~N 7EPO OR
~o~AT~q T44~ T4E ~I~~~P CF PRINT lNT£oV~L5 TN THIS PRINT GD0~P.
• EQOC"~ T'I'OF" ~~ ~ ••••••••••• ~*.~**.****.* ••• O • • ~OOO~~OO • • O~O • • • *.4 • • • •• • • • • • • • 0 • • • • • • • • • • • • • • • • •
TUE' 51'.. ·.,'01' r,oTIflN -00 TI'15 POI"JT f'POl!P Ie:, Lf"S THMJ 1\ 00 r,PEATF"P l'+"'AN 4. 'lit, ,
_fOOOl<" TyP~ ~6 * ••••••••••• ••• ~ ~G • • • • O • • 4 • • 0*~'.9 • • • 0~ • • • O • • • ~~ • • • • • • • • • • • • • • • • ~
*••• •••••••••••
T"F Mal'rM'I" "I"'JLATlO'" TJ"F Ie; .,P~ATFD THAN TI-IE Tl"F I\T IO/HICH THE LAST PPI"J'f-OU'f wtlL orcu".
_EQQrCo TYD~ ~c; ~ •••••••••••~ ••••••••••• O • • • • • *.~O.~O~U*~4 • • 0 • • • • • • • • • • • o•••• **~.o •••• * •••••••••
TI-I~ F"'TTF~ ~~N ~UOVE w~5 lNLtwlT~n ST~TIC P~E5~I~E ~~TNS FO" FL~w I~ ITS NOD~AL OPEDATT~e nJPFcTInN.

This non-fatal error is usually causen either by having the fan curve

data points too narrowly spaced or by having too large an upper f~ow
i-'
i-'
r rate limit. The fan curve input data should be re-checked against the \'
rI)
\()
actual ran curve.
_EI>QOQ. TYO~
...
"TUE O • • • • • • • • • • • • • • • • • O • • ~ • • • • • • • • **~o~ •• §.~ •• n •• o •• *o* ••• ••••••••••••••••••••••••••
OnTA 00"'f5 F"OO TI-I15 TPACTIVE EFrOOT VS. TPATN SPFE~ CIJPVE 4pE JNCO~oECT
nD 'fOCI CLOCI; 'f'1 ~ACH (\TI-£o.

This non-ratal error is caused by placing the tractive effort vs. train

speed data in the input in a manner that does not supply the program with
tour pairs 0f independent data points. ThiE occurs when there is a dupli-
cation of a data point, or when two data points have been entered so close

to one another that the program is unable to make a proper curve fit through
all four points.

~'-.-""""'", .... '.',..""'-... -"""'$- ,'~"

 .EQQ~~~ TYC~ R7 4*~ ••• ~.~O~ ••• ~*'~.~~§~6~.O~* •• ~~*~.4**~~*~~~~~*~P.~O.OO~~*.O** ••••••• ~*.O*.O.O.
T"'F 11ft T4POf!'. T<; Fr10 T ...q~ ,:.>q ,. ,-,()TIJP CtlCOI'"NT 'IS. TDAC':" r "If FFfrp? C'Jl''1E
~aF I~c.oopfrT 0 0 T00 rLC~E Tn E4C~ OTHf".

This non-fatal error is caused by placing the motor current vs. tractive

e~fort ~ata in the input in a manner that does not supply the program

with four pairs of independent data points. This occurs when there is

a duplication of a data point, or when two dat~ points have been entered

so close to one anott,er that the program is unable to make a proper curve

fit through all four points.

'rppnc- TYD~ AQ •• O••• § • • • ~*~ ••••••••• ~ •••••• O.*.* •••••• OO§.4.0'O*.** • ••••••••••••••••••••••••••
TUF Fl a ST ~rFFFrcrfNT OF T0ftI~ ~ErH4NrCAL RF<;TSTA~CF T<; LES<; T~aN o.~ OQ GRFATEo THAN so.r I.RS/TON •
• ~o~~;~ TYo~ pq ~~~.~$~ • • • *O~~~~~~O~**~*~J~~~~~~O~§*~~*~**~~~O~*~*O**~ ••• ~.~o~.o •• ~ •• ~*o •• ~oo.§ ••
TUF THInO C~F~~rrT~~T pf rpar~ ~ErHANrcal P~~'5T!NC~ IS L~55 T4'N D.Onl OP
~O~ATrO TH'~ 1.r~G LQS/CT0N-YP41 •
• EP!'lO~" T'(PF: QI} • ~ •••••• ** •• ~ •• *~04*VO~&~OO~O~V*.O.4~O • • • • O • • • • • ~** •••••••••••••••••••••••••••••
T~F PO~~~ Y'PUl TO T~~ ACCrLFGAT(nN RfSISTOP r,RInS Is LESS TH~~ a OR
~PEAT~P T"~~ ?n.ono ~TLC~~TT5 oEo TPlr~ •

• ~ppn~o Tyof el ~* •••• *~ •• *4~ • • • ~*~~o~~o~*o~q.~*o~~~~*o**.~o*.oao ••••• O* • • O~* • • • • • • • 4 • • • • • • • • • • •

T~E POWER I'.PUT To THr ~PAK'Nr, ~F5I5Tn" r,PI05 IS LESS T4~N ~ OR GREATFO T"4~ ~O.OOO KrlO~'TTS PER TPAIN •
• (ppnw~ TYPF q~ ~ •••••••••• *~*~.O~.~OD~~** •• OO.**~OO.~ ••• O~OOO**.O •• * • ••••••••• 00 • • • • • • • • • • • • • • •
P0wFR CANNOl PE I~PUT TO ~OTH THE ACCFLFPaTIn~ 4~D ROAKING PESI5rOR GRIDS 4, THE SA~E TJ~E •

• EQQO~. TYPE q~ •••••••••• ** •••• O.DO~~ • • OO*.O • • • • **** ••••• * •••••• O • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

T~£ MIM~(P r~ TOACK SFCTIC~5 ~UST HE n WHFN TOAIN PFPFooM~~CE OPTION 3 IS C~O~fN •
• ~QQn~o Tyo~ Q4 O•• *•• O••••• ~**.~***.~~*~*~~~O~9*& •• ~*O*~~& •••••• O•••••••••••••••••• 0 • • • • • • • • • • •
T~F H""'JOITY 015 P,-!\'( flPTTCN H~S ",1'"["1 f.'~;TEaf r) HJcnppFCTLY-
rT <:>i"'ILil R" I CI-'I!'IIOTTY l:;aTI"I. :> (WfT-RIILq TEf'PEQ:\Tll'lFSI. OP " (RELATIVf H!Ju,nITYI.
T,..r5 FAT'L ~RpnR PREVfNTS ~UPTHEo INTEPPofTATION OF TI-'r<; C;Y~TF.'" OATA DEC~.
TMF ppn~PII~ ~ILL SEAOCH ~np ~rT"FR II RLANK CAPO 00 THF BEGINNING OF T~E NEXT SYSTEM O.TA DECK.
"OYF F.aTaL !,PQnPS MAY f-'F CI'IPp[cr"o (ly EIT"'!'"!> CHANGI~I(; THE NlJr~q.R OF ITEI"~ TJIIPUT OR CHANI!ING TMF.' PROGcAM
AQaf.V <;rz£<:. PLF'Cd<:': C;F~ cr<:c"s<;r"",,<; J'J .. nTM TH: '[POOP MFS<::t.GF5' PORTTON OF THIO U<;I':~'S "ANI/AL AND THI;
P'loTIO'IJ OF TI-o[ PPOGRt. ...... "'.;oC; !;UTD"" J~ TI-'" po(l"I1A""'I'"P'5 "ANIJAL 'OlOllLING wJTH aPPAY SJ7f AO..;LST1-4ENT.

j~
 I·
:I'

• (RI)OFi" TYpF Q~ ~ •••••• o•• o*~ovo~*~o •••••••••••• * •••••• ··*.·o.* •• o ••••••••••••••••••••••••••••••

THFpI'" J~ ~o lfN~ ~EGMF'NT CR V~NTI'_ATlnN SHAF'T IN THIS SYSTf~ WfTH THIS IOENTrFIcATION NU~eEQ •

• E~ROJ;., TYPI'" Q<; •••••••••••• O* •• O~O.O**.d.** ••• *O~~.~O ••• O••••••• O* •• *••••••••••••••••••••••••••
TWE AROV~ S~~~ENT H4S ~EF'~ 0l~Crn IN TWO OJI'"F'FQFI\IT 70~F~ •

'"EI>QOF" TypE q7 •••••••••••• ~* ••• **O • • • *O • • • • • • OO~§4~ • • O*.O§V§~ • • O • • • • • • • • ~• • • • • * ••• ~.~ •••••••••
THE AROVE Nrcr:: IS IIOJaCF'" TO TWO OIFFEQE~'T Typre i' 10NE"'.
T"f<,E T>jO ZI:II.ES S"OULO HE cnwQlr.lfn INTO OlliE 7nNE.
"EPROF<" Tyl'lF q~ • • • • • • • • • • • • • • • • • • • • • • • O • • *~.~~*O • • ~.O • • • 4 • • • • • • • 0 • • • • • 4 • • • • • • O* • • • • • • • • • ~ • • • • • •
T'"'r:: ARt''''E L YI\F SEr,·J.ENT ('If) VI'"NTTLATlQN ~H~"T H~o; ~OT REP! TNrLUDFD IN ANY OF THE ZO"'[<;.

"EPROF<" TYPE' ~~ •••••••• * ••• ~~OO~~.O~.~.4.4 • • • • ~~~e4~60 • • • 0 • • 44 • • ~

* ••••• * •• •••••••••••••••••••••
T~F ~F'cO~n ~FC~ANTC~l PF51~'A~C~ rOFFFTrIFNT TS LE5~ THAN n.l OP GPFATER T~aN 5~O.0 l8S.

oEPPO~O Tyor Ion •• ~ •••• 4~~ • • ~~~~~~~~~~~~~O~~ • • • O*~.~O~~.O~~*O~O.O • • * •••• *.*.o*~.u •••••••••••••••
rl-'F N""nFO rF 70N~S r" '-I"~e; rJ.<~'1 " OD (;Q~~T~D T'-<M! 1r.
THle; ~dT~L Eoono PQEVF~T§ ~IDT~Eo [~T~PP~FT~Tln' OF THTS c;vSTFW DATA DECK.
T"~ D~n~CA~ WIll C;EAOr" Fnp FITH~~ 4 ~La\K rnAn 00 THE RE(;IN~TMG 01" T~E N[XT SYSTFM D~TA DFCK.
cn~F FATAL FQono~ ~'Y ~E rnpoECT~D riv ~[THI"D CH~NGJ~~ TH~ ~/~qFO OF ITEMS TNPUT O~ CHA~EIN(; THE PPOGPA~
... ~oety S[7FC. PLE~~E eF~ C'C;CIIC;SJ"N~ T~ ~OTH TH~ 'Fopne Y~S~AGFS' pnPTION OF THF USFP,C; ~ANU4l aNO THE
POPT'!f)': ,~F T"E pt:nGPIlr.<Mf"'~ r:UIO'" IN THF PDO(;P~M~'FP'" "t.~!III\L nFALIr,G IoIITI-I IOPAY SI7F AD.;lST"fNT •
~ • EPRO~" TYOF 101 •••••••••• ~*~.~.~o*~~~&o**~~~*~*~*~~~ooO.~.*ooo*o ••• * •••• *~o •• ~ ••• ~ ••••• * •••••••
THF TOTAL ~~T~HT OF THF 4CCFl~QnTTO~ PF~T"TOQ GDyOS PFP CdQ 15 LESS THAN 0 OR GPEATFP T~A~ ~,onn lR~ •

• EPPCC~ TyPf In? .G~* •• O.OO.*~*oo*~oo~*o~~~*~~~*~o.&*o~.*~ •• ~~~ •• * •••• *.*.*o ••••• ~ ••••••••••••• o.
~HF TOTAL W.yr,HT OF THE CECFL~paTro~ DF.~t~TOP GOInS PFR CAP IS LESS TI-IAN 0 OR GPf4TfP T~A~ ~.oon l~S •

• EPpnq~ TY~~ 101 ••••••• o •• oo~~o**~**o**o'oooo.o~ •• ooO*.***O ••••• ~ ••••• ••••••••••••••••••••••••••

THF E~FECTIvE DIAMETEP OF TH1~ acrELEQATlnN P~SJSTOR r.RID ELEMENT IS LESS THA~ ~ OR GREATER THAN ?4.0 IN •
• E~~O~~ TyP~ In4 ••• ~ •• '4~.OOA*OOO~ooO.**O§*~O§O*~*~9~.O.*~ • • ~.~.O • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
THF ~F'F~CTI~~ nIA~~TEP nF THIe nErELfpATJON PFSISTOo ~qTO ZL~M~NT ]S LE5S THA~ 0 OR GREATEP THA~ P4.~ IN •
• EPRa~o TYPE ]n~ .o •• **~e**O.~4~~O~~OOO~~~Q·~~~O.*~.~4.0 •• 0 •• *.*~ •••• * • •••••••••••••••••••••••••••
TH~ 4rCfLrPnTIO~ DESt"TOP ~Qln FF~ECTrvf ~O~V~CTTON SUR~ACF A~FA IS l~~~ THaN 0 O~
r,ofaTFP T~~' ~~~ ~nUeQF ~E~T.

*EQOCCo TYPf ln~ .~*.4.*~.*~.~o~o~~~*~~~**~~~*~~O~9*§~~*~~~.~o •• o~o •••• •••• 00** ••••••••••••••••••

Tw~ OFCFLr::p~TTn~ R€5rC;Tn~ ~Ql" ~F~ECT!VF CO'V~CTIO~ SIJRFACF AP~a IS LESS TH!N n ~Q
~~F'ATF'O T~A~ 50~ SQU4Q£ FEFT.
1 !
-EPQnQo TYp~ 107 O•• w.* •••••• * •• **~ ••••••••••••••••••••••••••••••4 • • • • * ••••••••••••••••••••••••••
Tw~ ArCfL~PnT'f)~ oESfSTOP ~pt~ Fr~ECTTVE RAnIATTON ~JRFACE AREA IS LfSS THAN ij OP
~O~ATF'Q T'-<H c:01 C:I}IIAcF FF.fT.

i",

L-,'I'I""'._. "". ~ il'l I

I
 -EPJ:lCP" Ty~" o • • • • • • • ~ • • • ~~* •• o~o • • • • • • • oo ••••• o • • • • • • o • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
10"-
T ..... n"CflF"Q~TICN P~SICTOR ~QT" fFrECTTVE PA01ATION el}QFACf AREA IS LESS T~AN ~ O~
;.,,1'" ~ Trp T"'A·· t;c" SQUAcF FEfT •
-e:R;:!Qt;<> Ty::>r lOQ • • • • • • • • 0 • • 00 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

T"'F F~J~SlVTTY OF T~F ACCFlrp~TJO" PESISTOP ;'010 ELrMfNTS IS LESS THAN 0 OQ GQEnTE~ THAN l.n.
<>I':PI'>OI'1<> TY:>F II ~ ••••••••••• *~ •••• O.*O • • • ~* •••• 4 • • • ~ • • • • • *~ •••••••••••• ••••••••••••••••••••••••••
THf F~I~STVTTY OF T'if OfCE~rOaTlo., I'1EcISTr,p f,oID ELI'"MFNTS Ie LfSS THaN 0 OR GPEATER TH~N l.~.
.EPpnH~ TYO~ III ••••••• _04 • • ~ • • • • O~*c~O~~*.~.~~O~.~6 • • • • • 0~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
THI': S"fCIl"lr HEAT OF THF .arCFlf P ATI(1N PFeT5H1P mHO EI P'·ENT
I~ IF';C; T~A" /l OR G~E aTER TW1'J 1.1'1 tHIiI/L"l-rJ[r;. ".) •

• E~R~~~ TYP~ 11~ •••••••• 4 •• *.*~*4~*~*.~.~90.**U**~O·~.* •••• ~ •••••••••• ••••••••••••••••• 0 • • • • • • • • •

'~F" ~p~CI~Ir ~E~T n~ T~F
C~r~LEQATInN pr~TeTnp GOlD ~l~~ENT
Ie; L~e<; T·""'. " OP r,4f6TEIl To-!>t 1.1'1 '3TP'(L"-nF=:r,. F.) •
• E;;:Qc:;e h'PF.· III • • • • • • o.o ... oo . . . . . . . . . . . . . . . . . . . . . . c. . . . . . . . . . . o ........................................................

T~~ TI"" INrp,,~FNT PEP CYClE OR TME MAJ(II<IUM CT",IJLJlTJON TI"'" HAS Bf.:EN ENTfPEO as lr~o.
T~T~ ~~T~L ~~pnR DP~VfNT5 FUQTHEo INTERPPETATIO'J OF THIS SY5TE~ DATA nECK.
TH~ P00~O~~ ~Ill ~FftOr~ f~P ~ITM~~ A elft~K C~PD OR,Twf ~EGIN~ING OF T~f NE~T SYSTEM OAT~ DFCK •
...... ~r~~ ~AT!l F~00ce ~AY ~~ ~~POFCT~O ~Y fITH~P CWO~GTNG THF
NUURrP OF ITE~S TNPUT OR rMA~~ING THE POOr,oAu
......
I r."O(,Y <;17r<,. j.ll:=:~~" cn=: crS(:':<;<;y",;<; !', f'OT4 THF ·r<?DQC "FC:<:~,Gr<;. o0PTION O~ TH~ US~P'C; "~"IIAL liND THE
W
I\) C()PT~()~; nF TI-F.: DDn';I'/I .... ··F.:".c; r:tlID'" III T!-i!'" PPO~;:>ft"~fo.C; .... A"'UftL nFALING )11TH APP/lY C;I7F.' AD~'lST"'ENT.

"E:"'pnl;" Typr III. *O • • • • • • O • • OOO • • • O.*O.OOOOO.~OG.O~O • • • • *.~ •••• * ••••••••••••••• o •••••••••••• ~ ••••
Tw~ ~~nvE ~rCf HAC; NOT ~~ .. ~ T~CLIJ~En IN ~~Y or THE 70~FC; IN THF SYC;TFM. '

.E~O~~~ ~yOC I)~ e.~ ••••••• ~.~* •• ~~.&~ • • ~~* •• ~.~~~o~ ~

•• •• *.o.~.~*~o •••• *.04 •••• o.o •••• ~, ••••••• o.
T"'F F:>"··~T O~ T'aT~ 1)04(. CCF"F'F'TC1P'T r" LFSS T"'I>.': 'l.r. np /';PEIITF.o T"MI i.t:; •

• E~p~Oo TYP~ 11~ •••••••••• ~.~ •••••••• O • • • O • • • • O • • • * •••• * •••••••••• * •••••••••••••••••••••••••••••

TU", NII",,!,D ,.." PO'~FPEn ('Aa~ TN r .... I<: TOHN IS Lrc;~ T"'AN ,
no r.PI"ATEP TH~'J T... " T"ITAl NII""'fD nF' CIIP<;.

o!::"'P/'i;;" Tvc!" 117 O • • • • • • • ~O~O~OO.~O~O~~O.*~~O~ • • • • • • 4.*~O*~~ • • • • • * •• ** •••••••• 9 • • • • • • da • • • • • • • • • •

TM" SllooLY "l':lTl\(iF IS LfC;S THt·~ 11''1 VOLTe; 00 r:PFt,TF~ THIIN lo~OO VOLTS •
• ~PC~Cr TYO~ ItA •••••• o •• o •••• o~~oo~o.~~ooo.~**~o~oO~o_.~ ••• * ••••••• * •••• o.* •• * •••••••••••••••• ~
'Hr ~PrF'O VI 15 LFeS THa~ I~ nq GOE~TFP T~a~ !~" ~PH.

oEPPr.;~ TYO~ 110 •••••• ~ ••• o.o.§.~~.~o~~o~*o~~~~~~~oo.o.~~~~.~ ••• o.~* •• o •• o.o~ •• §~.o.a.~ ••••• o •••
TMF C;OF.:FI') v:> IS LFSS TI-'~"
Vl '10 GO(IITFD TH"~I lC;~ ',pu.

G~~~~~~ TYO~ 1'~ &O.~ • • • • 6&r.~~~~~~O~*~~~~~~~~~~~*~6~~~ • • ~~~~.~.44.0 • • ~

*••• ••••• O • • • • • • Gq • • • • • • • • •
TI-I<': TOA!'I sr"EnULJ"lG ()DH:Hi IC U::0:;5 TI-'a'. ,rO(1 0;;> G<;FATF"R TH6;·j 1.000'000.0 FfET.
oEPFr.&;'" Tyoe" 1~1 G~O • • • , • • • • • ~O • • • O • • • • O* • • • ~ • • • • • • • O • • • • *40 • • * •••• 9 • • • • • • • • • ~.O.9 • • • • • • • • • • • • • • •
'~F ~"ucEc ~" oE~S"~S FNTEO!~~ OD l~~Vl~G 1MF TPAIN AT THTe STaTlnN
Ie; ~n"~Tr:> T~n~ 4~O~.

'il
il

qj
I,I.. \.
 .[Q~rQ~ TVc~ 1~~ •• O•••••• ~~4~o •••••• o ••• oo.o •• ~ •••••• &* •• &~O.~O.4.* •••• ** ••• *&O**~~~G~~ ••• *.O.~.
rUf ",~TA~C~ r00~ TH~ r"UT~ nOI~r~ TO T~E ENT~AN~f PDPTAL T~ L~S<; TH~~ lEcO
.... 0 r.CI'I\T!;:o T .. a~ T"'F.: LI" l'Tt- n~ THF" ("rT"?1' p('\l1,r •

-EPQr,Cl" TYp~ 1'-' • • • • • • • • • • O.O.O.O~O • • • • • • • • • • • • * •••• 4~4 • • • ~ • • 4 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

TWf "~~r ... ll ... ~'U"QI':) OF' TPACM' c;;:-CTI"''''C; ... ~C: "FlO" ""veEn)I',,.
TWTC: 1'4Tftl r~png Dc~U~'TS F'~T~F~ i~TF~ocEr~TIO~ OF T ... IS c:YST~~ DATA DECK.
, .." 0';;":',,0.1"
" I l l SEll"/':" f(!~ ''IT,..~c II r<L~',K ChRI) 'lP Tl-l1' PF:Gt'J"lT"JG OF THE Nf.lIT Sv<;TE'" OATil O.CK.
c;pu;:- .,TOl FcpnQ<; MAY HE fooPF:CT"D BY EIT~F~ ~ ... aM~r~G THF: "JU~RFQ OF rTE~~ INPUT Oc CHA~~ING THE PPOAPA~
,\1>1) A'I' el7~<'. ;>I.".IIC;~ erE CTSCIIC;<;Y""lS I"l ~()T ... '''''10 'Epgng ~'F<;c:AGF<;' PORTIOI': Of" T~E USFIHS I'I>N1JI>L ANO THE
p~PTTn~ ~F T~( ~Q06g~~~F~'S ~IIIn~ IN T~F ppn~paNMfP'~ MANual "FilLING ~IrH ~PPAY S17£ AO~lSTMENT.
-(POOR. TVP~ 1,4 ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
'~r~ ~r~TTO' ~Ae ~OT Pf~' n~FTNEO.

This non-fatal error is caused by stating a train travels through a

section that has not been previo~sly defined in the System Geometry por-

..... tion of ~he input data. Every section in the ~ystem tlUSt be defined in
....
I
W the System Geometry portion of the input data, and every section must
W

alwayS be referred to by its section identification number.

-rppnQ. Tya~ l~~ ••••••••••••••••••••••• 0 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
T~F ,p~T~ pnUTF nnF'S ~"T E.TF~O I~TO nLl TH~ <;fCTIO~~ OR ~EGME~TS WHICH WERE ~PECI~TEO.
T... F Pl'1:,T( f)rfS ~OT PAC:" nll'lllrM Tur F'nLL!J'.p~r; sl'crrr:"l<; OP SF~"'rNTC; -

This non-i'atal error occurs when the total length of all the track. sec-

tions on a route is less than the sum of the distance from the route

origin to the first portal plus the total length of all the line sections

through which the route is designed to pass. This error message lists

the line sections the user has described as having trains paSSing through

them, but for which there is no track section and therefore no train route.

Iii I;
:1

. I:
I::, ',10 ,.,• • • _ " .." .. , .. , _ ' " -,
6
 .EPO~Q. TYc~ 1'-~ •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• ~ •••••••••••••••••
T"r AP(1VI': O"TYO'll C;lo4fJtJU' '!f F"TTIo'I':P ZEPn (I" Oil o~'" (11.
'~TC; ~~TaL ~qo00 P~fvF~T5 ~I~T~F"O 1NTFoPPETAT10N OF" THIS C;YSTF"~ DATA DEC~.
1'0,) .. 06" '"ILL SEIIOC"1 Fl'O F!TH"'P. A P.l6~:1( (,"llPI) OR THE i\EGJN\lT~lG OF THE Nt::)(T SYSTEM DATA DECI(.
'10'::-
C;ov<" F"hTt\L ~OC;'1p<; "AV '"E" r"I'IDoE"(,Tl'"O FV fITI-'r:: o (,I-'A"I(H"I(; THf. ~".I'.\RF"P OF TT""'S t"lPUT Oil CHAIIi(;INr, THE PROGPAIA
IPO.l.V <;171'"". PLEa<;€ C:~E r.l<;,."C;C;1"NS T~: ROT'"' THF 'F':>Pf"lP l~fC;C;AG;-C;' ?OPTJO~J OF THE USFP'C; "~NIJAL IINO THE
poaT~r;" 'IF" T"'r ":;Or,Q~""'F"'.,; (:1110"" IN T~F: PPOr.oAIoIME""1'C; "'A..,lIlIt OF,lLHIC, \tIIT~ aPOAY 517E AO';lST",FNT •

• EO~nC6 TYP~ 1;7 •••••••••••• e • • • • • • • • • • • • • • _ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

T""F t:,,"o,:'" rr: <;O=CT,OIl/<: 10; l".SC; THMo 1 OP r.RF'aTI:o Tl-fIlN 140
Tw,<; '~T~L "porp C~FVF'~TS ~lr~T~f~ INT"OPpfi~TlnN OF" T~IS svSTf~ D~TA OECK.
T~::- co()r.o~" WJll r:O;;l F'IT ... t"~ 1\ RUIN...- (,:MIf) OR TI-'F. ilFI';IImPrG OF THE NI!VT SYSTE'" nATA DECK.
<";:""1:'"
<;OM~ F'AT~L roo"~c: -AV ~. ~rooFCT~O RV FIT~rD C"'~~I';'~R THF NU~RF'O OF ITEvs INPUT 00 CH6N~ING THE PPOGIlAIoI
IICPSV SI7r~. PLr~,,;~ <;F'f CI~~ISC;T"~C; I~ ~OTu Ti-fE 'F~Qnp ~r::SC;IGF'S' POPTION OF Ti-fE USFP,S ~~NUAL AND THE
One T!IJ" "F 0::>1)(;0."",,, ... c: (:'1 TOt" 1'1 TUF PO(\r.QA:'<~~'P' S "A'HJIIL nF' AL IN!; WllH APP~V 517E AO,iLSTMENT •
""f
• ~P~~~~ TYp~ 17Q , ••••• §9.§G.~~o~~~~~~4~6~*~~~~~~~~~~OOO.*4*~.O*~.o.* •• ••• 0 • • • • 0 • • • • • • • • • 0 •••••• ,

T"t >,1"'''!,P ;,; ~'nnC'C; 1<: LE"S TI-ot."J ., Ow ;'PFaT::-\.) T"I~N ()~F I-'ooF T,",M'I THE N\.IIoIF;lF"P 01' SECTIONS.

CfCgCI:;~ TYCF )?" , • • • • • • • ,.O.~.~ • • ~ • • *~~*OO~OO*OO*OQ~~ • • • 090Q • • • • • • • • • • • • • • • • • • • • • • • • • • 0 • • • • • • • • •

TWE NII'4QEP rF BqA~c~en Je~rTIO~S '5 LF~S '~~t' n OP GPr:ATEP THAN T~F: NU~PEP OF NO~E~.
..... '
..... ·E~,p,,;-c Tye. 11" •• ~* •• ~O~~~~~O~*~~~4*~~~~§*~O~~~~6~O~O • • • O~O • • O • • O • • O • • • • * •••• ~ •••••••••••••••••
~.
TWf ":'IVP~tJ P<')UTALS fS IF'<;~ 1>,1\" ., nR C;"(ATF" H;j\/, TH' NIJlIREo OF r-.:OllfS.
,""'J:"I
·fP~I'I:<" ryg~ ••••••••• ~ •• ~.oo~~o.~o~o~.ooo*o.~o~ •• oo •• o ••• a •••••••• ••••••••••••••••••••••••••
III
TWF IJTC,H':C" I'F'TWF'E'" T'"'E J",";'nE "'~LL <;1;oF~CfS OF AOJI\('"E-':T TlJNNF.LS
I~ LF<:<; TWA' ~ "Q G"~AT~~ T~6~ 10n FE'T.
T~I<; F'~T~l IOPO,]I) "'~FVFr."~ ~lII)THE':> p!TF'PPOETHIOo,; n. THTS <;yC;TF"~ I)~TII OECI<'.
T .. C pO"';:>p' IoIrLL <;~,\Cr" J)~T.II OfCl<.
r:(tCl "lTH::-" A qL,··:1< c,on 01:1 TwE ao=r,!,,!"!,,)/} OF' THE MfXl' SYSTEM
"'0"" F.1HL ~;;Cl"R<; "IJ.V "I; C~"PfCT"'lJ ElY £Ti"'FD C"&\.t·;r,TrJ .. THI" ~"Y"'FR OF ITE"I5 J"lI)UT OR CHAN<:INr, THI: PPO(;PA~
n"D~Y <;T7[". PtFI\<;E c,!'F CTSC"5SI"'lJS P'; P'1T'< 'I:"R('IP I-'.SC;AG.<;' POIHION ('r: THE U5FIHS "'IINIlAl AND THE
'10'"
"'npTTr,~ ('IF' T"f Pi'f)(;~~""·f"'<; r;lIIO<' IN Ti-fE POO"PAI','tE"P'S "~"'J/\L OF/ILING wITH APtlAY SI7E AO.JlST"'ENT.

·EQPIJP" TYI)F. 1:1;> •••••••••• *.~ •• **O.O~.~O.O*.O* •• 4* •• O~ •• O• ••••••••••••••••••••••••••

* ••••••• *•••
T..o.,. fIllI"'>£O "F W;ST;M)" '-''16£1C; IS I.I=::S5 TI1~" (I OR r,oEIITEI:I THI\'~ I!'
"'."T
r .. ,s <'.!,T~L ",OP"~ '>>?Fvn·l~ F'tJoT"f o }r-!TEOP"FT/lTJON rr: THIS C;YSTF'~ D~TA OECK.
TI-OC 0:>(11':0",,, \jll.L <:El.t:'CH FO~ FITH"IJ II RlA'.K C~p,., (1P T'-'F RF;I';TWPJG f)F' THE "JEXT 5V";TE'" DATA OFCK.
c:nuF F~.Tll FtlD')O<: Utv ... f cncCf(:T::-D BV EIT".!.> CHA',r;f'u; nw ~JU'~"'FP OF ITEMS Til/PUT' OR CHAf\'(!INr, TJotE PPOGRA'"
(,OOAY SPF". P'-E~SF S"F [ISCI!SSI"NS P! 'lOTH THI" .f;lDrlO MO=<;<:AGF'i' PORTJON OF TWE USF'P'S"ANIJAL ANn THE
, .
P!iDTtC" or: T~[ POO I; 1:1 0 10 .S r.:UIOc I"j THF P"O(,;PII""€P,O::; ""'''luIIL [WALING wITH APIUV SI7E AO,ASTMfIllT.
"''"I: , ,

.EPPOP~ TTDF 11' •• ~ ••••••• o* ••• v •••••• ~oo •• ~ •• u.ooo •• o ••• oeo ••• * •••••••••••••••• , •••••••••••••••
r"'E ""t,OEO ~F
FA'J TYPFS 15 L'CC;S T"IIIN 1\ 00 C;~FATFO THA" 4
Tt"<; ~ AT AL "PCo;Q Pl:lfVPHS F'lIDT~!'o I "TF'UPOET ~ TI ON OF T'"IY S 5vSTF'" I)AT/\ DECK.
TW~ PD"~Qa~ WILL SEaOrH fnp ~ITH~~ A RLANI( r~oD OR T~E AEGTNNT~G OF T~E NE~T SYSTE~ OAT. O~CI(.
C,O"" ~~Hl FQD0P<; ~w "'I' C"poECT~O MY FIT"'F"P CJ.lAN(;ING H1. IIllJM~J:R OF • TEMS JNPUT Oq CHAM,IN" THI:: PPOGPA'"
tpgAY Sr7F~. PL~,C;E ~f~ [1S~'sSIn~c; IN AOT~ T~F 'EPPOP MfSSAGES' POPTIO~ Of .T~E "ANUAL AND THE usrp.s
POP TT "I'j OF "'f PP(1Gop~·"E/.i'S r.U10t: 1"1 TI-"F: pC(\t;PI ..... fP·S "'6NIJAL I)F'ALl~IG WtTH APQAY SI71! AO.;lSTMfNT.

I
b
~
 .EP~O~. TYPE 1~4 •••••••• * ••••••••••••••••• *.o* ••••••••••• *.o •• ~ ••••••• ••••••••••••••••••••••••••
T"'~ rJI'''P[O r~ TClAP, """T!;-; ""<;T B~ 7£;>0 (") T~ THe:: TRaIN PfCtOPUANCE OP11011/ Ie; 7101=10.
T~TS r~T~L fccn c gO~v~~TS tl'OT~fD r~T~~p~fT~rTr~ or TI-'JS <;YSfFM O~TA nECK.
T ..Ie" ppnr.::-A" WILL C;EAOCI-' Fl')O rTTM~q A PLA~'K r~~f) 01'1 T .... E f'>1O(;T'lhJp'S OF" THE ~IE.T SYSTEM OATA DrCK.
<;O"F r~. T f.L ~oP'lQ<; "AY H: (,m:PECTrO !<Y E ITHFu Ci-'ANGT NI; T!-IF ~III'·1>~Ie"R OF HEMS INPUT OP OI/llVElNr, THE PROGPAII
A=C~Y <;I7E<:. PLEASE erE C,C(I)<;51"N5 I~ ~nTH THE 'fpAne ~E<;<;aGF<;' PORTION Of THE UC;EQ'~ ~bNUAL ANO THE
pnpT'O~ or T~r POO(;~e"~F~'<; nUIO~ I~ THF ppnnQA"MFH'<; uANIJaL nEALING wITH AOPAV SIZE AOJLST~ENT •

• EPpr~o Typr l~~ ••••••. F~o*.eooO •• o.oo~~~.§~~~~oo~~~~.oo •• ~o~ • • • §o* ••••• * ••••••••••••• 0 • • • • • • • • •
T .... F
'JI'''PF'P "rc T"Af"J ~n"Trc:; te; L"C;<: Tt'M: C 00 np~ATIOP T"",ol Ii
THTS FftTftL FOP~P ~D~V~NT! ~'~T~EP I~TfqpoErnTtn~ OF TH15 <;vSTFM DATA O(CK.
T~r PPC~OA~ ~Ill SE~PCH FOQ r\'f<rp A PLA'~ C~08 no THF' 8F'~'N~I~~ Of THE N~XT SvsTE~ OATA O~CK.
enuF F'4T~L ..-pcn o '" ~av ~F' CnDoFCTFO Ay EITHFu CHANG INA THF ~r~FP OF 'TE"5 r~PUT OR CHAN~INn THE PROGPA~
oopav SI7~c. PlfA<;E "'FE CT<;C'!SStnN5 T~ HnT~ T.... F 'EPP~Q ~f<;<;~ArcC;' PORTION OF' THE US~P'S ·~~NUAl ANO THE
DnOr'o~ 0F T~E PDO~P~~~F~'S ~UID~ I~ TH[ ppnAPft~MEO'~ "A~'JAL nFAlr~i wITH APCAY SI7f AOJLSTMENT.

• f~Pr"!;;< Tvor 1"1<, ~§.~.O~.O.O.~O~OO~~G~OO~O~~4~a~~~~a~~r~e~~~~o~~~~~"Oo • • ~~~~O ••• ~••• J~** ••• 4.64* •
; ... 10 ,;tt""rco n' T~tol'" TY~O"o;
,.. r'~T f'E 7""(\ In) i" l'-'f' T"~P' ;>F'QlOn;<"~~;CE ']oTION IS' 2'~·Rn.
T~lC; e-,6T~.l r<;pl10 DP,,:VF~'TS ~I.JOT"'I'.:/IJ INTF:PPPETATION OF THIS SYSTI'.:'" OA1 A OF.:CK.
T~r oon~OA~ ~ILL SEAOC~ FnR FITf<~~ A PlA\K CARn OP THE ~Er,rNNING OF n.E NFxT ~YSTEM ~AT4 DfC~.
~0~Ie" ~AT'L cCc10~ ~~v ~f cnocECT~D py fTTH~W C4A~GI~G THE NIIMR~~ CF ITtMi :~PUT OR ~H~~eIN~ THF PPCGRAM
~"Oty S17"':. "'.<r.sE ""I: rl<;C"SSrf)~;S TN 'lOTI-' THI': 'f"onpMEC;CIIGES' POPTION 0;: THE USf.HS ~AN'J/IL AND THE
f-' DnoTrO~' (':~ TH· POO(;~ •. ~~ ... r .. ,,,, r-lIrr)~ IN THE ppnnpII""E"'S ~''''''''IJAL n~ALrNG WITH APPj\y <;J7£ AO':L<;T"'ENT.
f-'
I
W .EqpnQ~ TY~~ 1'1 ••••••••• ~ ••••••• *.O •• O&~.O* ••• ~~.~40~~.*O •••• *.OO •••••••• *~ •••••• e ••• o.* •••••••
VI
TW~ ~'''''''ro "1" T::>arr.; Tvof~. TO: (':0 r.DrAT~p TWA~' "1
1."0;<; TI-'Ar' .,
T><rs r~~'I. ~";;l':P D"F"v.~,l~ ~':oT""Fo
i"T.PDLJE1tTl0"l O~ T'"'r<; C;ySTF,·1 OI\TA IW·C)(.
, .. ;:- 0::01;:;01" \0 T' L c;;:-'.::rl-o le"r"~ r!T'"1rp A "~.A·;'( capO flp T'-'( PIOGT'J~!T"G OF THI; W:lI'T 5v<;Tflol! ["lATe oro:.
Cn~F rAT/lL cPP~P<; MtV ... ~ rrDcFCT~O ~y ETTH~D CHI~0IN~ T"'~ ~'u~q··p O· !TE~<; t~PUT OR CH~NeING THE PPOGPAM
IIOCIIY 517£'-. I>L'Or.S:: ~~c rr<;C"c;5t,.,~S PI <lnT" TI-'E 'f"on c "'f<;<;IIG~':;' POPTION OF Tt-1f USF."'S "~NI/AI AND THE
~n~TrO~ ~r T~F pcnn~A~~F~.~ ~utO~ J~ TH~ ppn~PA~~rp.<; "A~UAL 0~ALING WITH AoQAY ~I7F. AO~LST~ENT •

• £"pnQ~ Tyor ll~ • • • • • • • • • • • • • • • • DO • • • • • • O • • • • ~~~~OO*~OO~'~G~~OOG~OO~¥~ • • oo.o~.o**oo •• o.o •• * ••••••

T .... T" c;:-t;"PJT ~""C; 'mT "~.,, nfrT!'v~r)

This non-fatal error Is caused by stating an um,teady heat source

exists ~n a segment that was not previously described in the Line Segment

Data portion of the input data. Every line segment must be described in

the Line Segment Data portion of the input data. Line segments must ~a~

be referred to by their segment identification number.

il
11'''''''-'' , ....,-,
1I'll,[;
 ·[QC~~v TYC~ 11Q O.~ *~.* ••• 46~.~~~~~.~4e ••••••••••• * •• **O •••••• O~ •••• ••••••••••••••••••••••••••
..
TUf SII'1<:rr,)oOn,T 'IIJ''1,,1> J~ LF<;<; T'14" 1 (11) G"E~"P THAN THF NU"AEQ OF <;IJ1'l<;EG"l'NTC; IN THIS SEGr-ENT •

• Eopn~c Tyg~ 14~ ~ • • • • • • • • • • • cO • • • • O~~~~ • • • • • 4 • • • • • • • • • • • • 0 • • ~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • 0 • • • • • •

Tu~ TrU~ Tv," TUE LnA" ~~C~~f<: I~"CTIVF Ie: oFF,I"E TWF TI~F THaT THle; LOAn RFC"~fS ~~Tlvf •

• ~~p~=o TY~F J41 ~ ••••• ~ •• O~.~~ • • O~O.*~~r~.O~~~~ •• O • • o~** •• ~~ ••• OO~~ ••• o ••••• o ••• O ••• 4.0 ••• ~.~ •••
ruE >rll"4<"" r, To~"J5 T~' CH'O!TIIJ'" IS 1,'55 T'"'t.>' 7'''0 01) (;PFan:'1 TH~': JIl
T"'5 "~T'L F"Pf'P P"!,:vP;lS FlIPT",," 1'11:::,<"nf:TaTIn" OF" THTS <;"'5T" ... DATA DfCI(.
T.... pc~r."'., '"'ILL Sl'",'"r.''' Fn" "ITH"" A "'L~~~" e,'''o f)'l T"E FiF(;pJ"T"lG OF THF.: IIIE)(T SY<;TEM "AT~ DFCI(.
Cfl"~ FtT~L <"CI)'1"<' ~AV ~!: C""!)I'C'''O IN "Tn'.tJ C'"'M,r;I'J(; THF ,,')"'11'"1'1 OF TTE"I~ INPUT OR CHA"'C::INr. THE PPOG"aIA
A"CAY e:l7t~. OLF4<;- <:~r cr<;CI'<;Sln.'<; TN ''''T>< THI' 'foDO D "~<;<:4r,1'"<;' POPTTON OF" nu, USFI>t<; ~ANI)AL A'I,) THE
"OOTTO'; f1F .... 1' ""ns"e:."~"'<; I';llTD" IN T"'f poor;p"''''£PI~ "A'J')AL nFALI'JG WITH ARP/lY ~I7E AO~LC;"''''['''l.

-[RAn'" T¥-" 147 • • • • • • • • • • O • • • • • • • • • ~O.O*.9*.~~~ • • • O • • • OOO • • • OOO • • • • • * •••••••• 0***.4 •••• 00 ••••••
T.... ~ P/'lJTE 0<" T><E 4"'11/' TOAT" .. ac; "OT "F"" Ol'"flr-:rn FOO -;-><1<; <;1"111.4TIOIII.

Tt:is n'~'n-r3.tal error only pertains to initialized trains. 'Pi'''' program

"requires the user to suppiy the route nwnber when initializing a train,
....
.... and the munter suppli.·:d mU7.t ;:,e one of the rout" numbers specified in
•
~
the General Data portion of the input data. Each route specif'i'~d in

the Genera] Data portion of the input must be described in the Train

Route Descriptiv~ portion of the input data, and must alvayg be referred

to by its route ident~!ication number.

-EPpn". TV"F 14""1
.~ •••••••• *.e~.~ •••••• &.o ••••••• *.~ •••••• o•••• * •••••••• ' ••••••••••••••••••••••••
T~i="
lvP~ flF .T~E AqnVE TPalN HIS NnT ~F~~ nErT~fn r~Q TNTS ~I~I~~TrON.

This nOl.-!,,,taJ. error only pertains tt) initialized trains. The program

requires the user to supply the train typ~ whc~ initializing a train,

and the train type identification number supplied must bE' one of the train

type identification numbers specified in the General Jata portion of the

input data. ~ train type specified in the GeI'.eral Data portion of

the input ~ be described in the Train Data portion of the input data,

and must alwayS be referred to by its tr&.in type identification number.

 .Ecpr~~ TyP~ 144 o~o • • • • o •• o •• o ••••••• o •• o.o ••••••• o •• ~ •• o***~.~.~o •••••• ~ •••• *o.*'o •• o~.o •••••••
TWF lr~ftTTC~ C~ Tw! aQ"VF TD~T~ Ie NnT ~rTHrN TkE lr~TTc ~FFTNE~ Fn D T~lS qnUTf •

• !~00~G TYPF 14~ • • • • • • • • • • ~O~.O • • • • ~~4~~~.OO.OO~OO~~~060.0.00.~.O • • • • ~ • • • • • • • • • • • • • • • • • • 0 • • • • • • •

TWF TOATN SCFFO I~ LEc~ T~A~ 7E~O OR r.oEATf C T~AN l~n ~PH •
• EPP~~~ Type 14~ O • • • • • G.O.~O~~O*~OO~G~OU~~~*~~~~~.~O~~4~*~§~ • • • • • • • • • • o.~.~ ••••••• o ••• & • • o ••••••
TwF ~1~~~~ rF CYCLES CF~ cn~CIET! TO~TN E~ll'I~TTO~ IS lF~S THa~ OP GRfATE~ THAN l~~ •

• ~~~D~c TYP~ 147 ~ ••• ~ • • • • • • • ~oo •• ~ •• ~o~~~ •• ~o.~&~~~~.oo •• O~~004 • • ~ • • • ~O • • • ~ • • D~~O.O.G.O • • • • • • • • •

Tw~ MI~~E~ rF rYClES OED aEqe~YNA~[C fvaLV~TlrN IS lfSS TH~N 0 no GREATER T~AN 100 •

• ~PPC~~ TYP~ 1~~ O • • • • • • • • • • O~~O~.~~_~O~~~~O~~.~~~O~O.~& • • • ~~.04 • • • • e •• ••••••••• * ••••••••••••••••

THo IIIl l ''''F'' "'1'" CVCtES P!''' , ... Fo,,"';')Y·'t.···1C f'!J\l"~ TIn': Ie; L F"S T .... I\·' :- r:R GP~l\TF:'~ T"<II" 1,)1 •

• ~~~~~* TYC~ lA~ .O • • * ••• O.~G~~OO~O~~G~30~G~~~~OGG~~O~~~.~~~6~e4~'~~.**D.~~~ • • ~4~~*.Q • • ~.*OO.~O§.

T"rc; TIJUiTI"IC4 T INI ".:1,"1-10'" TS L<:S" jH.~'; 1 0:> (':o;-IITE" T"'~'i qqq •

• rgp~~· Type l~O ~ •••••••••• ~~.~ •• 44e4.~.~~~.~.~~ •• G*~.O •• O~*.* ••••••••• ~ •• o ••• oo •••••• * ••••••• Q.
a'l T"P;'(H)r-~ c!,;p<;F(':I.!C::IIIT "'1.'",01'0 "'IllS ~F:'F"'I F'lJT::-"'''''.
f!-Ol<; F~L'l F::onp c;'C::"F"'~<: ;:-'r·T"''''' TtJTF'"C'-'TfT;:f')~; 0"" T~l<; c;v<;T"" n~T6 nFCI(.
TI-;:" o::-(","-~:')·.:~ ·..j~LL J:i,:"':'-C')'-o F("Q '::11 ......... p ,.. ~lt1·,~: rrspn ~Q "i~F :=cr;T":~~T~,:(:" r.~'= r;.'E "~F:T C;v~TF" DtJi~ r~c~.
<"""", ,:-,~T~L =;:::;(''::'' C'·,l' ;..;:: ':"":>::::;1:'0 4" ;o! T·<["D ('l-f.·j·~P r. T-'= "I.J~"'=i' 0. TTP'S P;;::UT OQ CH,:.\('it;r. THO' PPCC;;)6)'!

,..... AOOAV ~r7f~. Dl~~~~ ~~E r'SC'!~<;rn~5 J~ 8GTH TH~ 'FPROP ~EC;~AGfC;' POPTi~N or THE US~D'S ~~NUAL ANn THE
,
.AI
pnoTT0~ OF T~E POO~Qt~~""'"~ ~UT~~ IN THF ppnAP6~~FP'~ ua~UAL DEALI~G wITH A~DAV SI7E ADJlSTuENT.
-1
Error type 150 is a fatal error tha..:. is caused by incorrectly stating

t~e positioning within a line segment of an initial air or wall surface

teJLperature. The wall surface tenperatures and initial air temperatures

must be specified for each subsegment within each line segment. If' there

are r; subs';(;!lent8 in a line segment, the first subsegment is always iden-

tif'ied as sub segment number 1, c~d the last subsegment is always identi-

fied a:; subsegment nUI1ber j;. No subsegment ntU:lber can be less than 1. 0

or greater than the nUlJber of subsegments withjn the line segment.

--- "
...
 "':"::i~li:_~~ll'
If

.(~PI1"« TY"', Ie; 1 .*~ ••• ~ •• ~oo~ •• * •• *.o •• *~.*.~ •••••••• o*~.*~o.*.o.o.* ••• *~.* ••• OO~ • • • • OO • • • • • • • • G
p,urE~T~~~ ~UST O'N~, F~n~ 7Eof) TO 1~~ o~DrFNT.

~~QC~~~ ryo~ 1~~ ~ •••• e.G.o~*~)O~OO~~*~O.*O~~§4~*~**.'~O**~~~ •••• * ••• O.~-.~.* •• ~o* ••• ~.~.~o40 ••• §
TI.'l'" ~"nvl'" 'leTTf)", <; ... 'JI)t" :>f "T'l'f.''''~ ZER(, ( I l l . r"}- (11. 0R T','" ( ? ) .
T"'r<, ',\T~l ,CPOo PtlC~.w~,TS ";QT"';:-'> T'Ht'P;','ETATIn1'o: 0F THT<; C;YSTn" I)Ar~. rlEC><:.
T..... D"''"'GOp' "ILL 51O.0(,t-< Fno) FP"'C"~ /I '1L~"K c~on 0" T"E BF'Gyr~"'l>,Ir, OF THE NEXT SYSTE" D"T~ DECK.
cn~~ t'tT~L ,,~on~~ ~~v ~I'" r"DpcrT,O HY "'ITM," c ... aN~I~~ THE NU~RFP OF TTEMS TNoUT Do CHA~EI~~ THE DPOGRAM
APOAY ST7E". PLtac;~ <:~~ CT<:C';<;<:'T"',C; Jr,; "OTu T"E .'ToOP "'FC;<;AG"C;' pOeTTON 01' THf II",P'S ,.aNIIAl ANO THE
C~pTTO~. (1~ T"'~ ~Pt1~Q!'I"""'~Li'<;; ~1.·~1~'" P' T~;:- p:'n~;~f:'J1",o;;;Pt~ ~.1I',~·li.;,'L r.~ALI~·I(.. ',,,,'tT ... .ac-0AV SI7t=' AO...:l<;j'!fP.·!1'.

~~~or~~ TY== l~' ~~~4~*~'O~~~~*O~*~~PQ*OO*~~~~~O~~o"**§*r~~*9.~~o*Geoo.~*~~~*O~O~~40~~O*4D~OO~.O.

T--f ("~fTIn'- lr:F:"t:TT'':-T~!,.TIC1\ ~I""~-'r: •.' IS '-Fc,,;C; 1~,,'1 1 "J.( ,-;OFtlF:9 T~:v,~ 40~
T"T'; F'!.T~L ~<;C""R P"'=-·'''I'o.T5 'II"T"E" I';Tn'i'''loTbT]('''.: ()E:' TI-'TS <;YSTF''' I)!TA OEO(.
T~F OQr~ot~ ~rlL 5Fa~c~ Ff)o FTT~~Q • ~L~'K CAon n~ THE R ~;~~ING OF THE NEWT SY<;TE~ DAT~ DEC~.
<:(:,,1" F',T'L ~",pr,,,<; nt" ~I'" r:ooC[Cr"'D Hv F!TH~P C.',\Nr:J,'r; TH ~IU'""<"O OF ITEr-S TNPUT Co r:'iA"~INr, THF' pReGRA"
.... CLa,· C:I7~c:.. :->l~IISE ~j:"f r::rcr:-I:S<;Tr".'<; p.: nrTL-' T ..... I='" .[_'t........... o ,. . <::S.ll.('1~C;' f-)(~PTrOI\i OF' Tt-II=" !I'Sr.-~.s ,...~~~HAl. ,a"!n THE
~(·)-:)TT,..,·' "!~. Tt.-r: c:;,.OG!...'I'\·.. ~·t:.:..1C; r.:l~r,)~ I'f ir::- D:J~,"':;::.· .. ·)·/:::·'-·.~ •• /:1 ';(~L r-,=,j,Lln~~ \o.'ITr-r A..... 01Y S!I'F' ~r ... ijC;T~!j":""rr.

""E;JC~;:;~ TYo~ 1~4 ~~~~G~.~.~**~~~*~~~~~~~~~~~*C~U~~5~~*§*.~~O**.*~?OO~*.**3.00~~OOO~~~~Qo.o.e.~~ ••

rUE ':"';:'" rt)~~TI'rC~TJn'-l r"L""'ICQ IS LFSS TH~N I (1'> GP'lITFo TI-'~,;" 40~
Tf'f<; F'~T3L ,qPr)~ PPf'JFNTS FIHH"E" l'HERP,'f'TloTTON (11" T"IS <:VSH'M ;)ATA OECI<.
fI.... o"~r.P A" \oj ILL So:.: r or. ... F I'1Q F ITHC''l A PL A'I: I( r.r RD OR THE 'IF r; T'~~J{ "G OF TI-'E NEXT SY~TF.:~ nA H OFCI<'.
"I)'" F"T"L ""1'00<: /'av f<~ rl'!ooECT"O Bv F';F'~r' C"'i\',if'p!r. TI-'l' ':IJ"RFP OF-rT""<; TNOI)T 00 CHA~;GI~r. THI" PPOGIlA"
........
I 'cmf.Y eI7"". p! ",c:E <:C'," cr<:r:,<;C,Tn",,,, 1'.' -Jr.T;..; T~<: ''''''''n..) """<;A""'" >,r)PTr(J~ r)F T41C I)S<':;;>'S ~Hillll. At.;n THE
W oOOTfC'.' ~F T~r ~~()Go::·'·""f.~1'~ ~Uij)f:" P. T'~I=" t:Jqtl.":';,,\·n.!~u,c: JJ,"'~;j.\L r.~6LTt':G \.;rT~ ~PqI\Y 517F AO_LSTt-'J:NT.
CD
.f~p~~~ Tver 1~~ .o.<* •• ~ •• oo*~o~**~~***~~*****~*oo~~.~*~~.~o*~*~ •• ~.*o ••• ** •••• ~ ••• **.~. • ••••
T~T<; <:erT;O~ PF~I~S A~" ~~~~ aT TwE SAME:' Nn~,.

o~~on~~ rver ]G~ § § • • • ~ • • • • OO*4*O.~O*oo~~~~~oo~a~o~~*aoo ••• ~.aQ.~.O •••••••••• e •••••••• ~. < ••••

T"'IS <:[r:TTO~ !Ol'NTIFI~~TIO' ~/lS HF'I,.J IIC;FD PP'Vl')lISlY.

'''1"",,0
TI'T<; I"~TfL ICcpn:; p .... fvP,TS I:'lIoT~FD I~ITEP~O[T~TION 01' T~I5 svSTP" DAT~ OECI<.
T~F PD~~~6~ ~!Ll S~eort-< FOP FrTH~p ft PllI~K CftPO OP TWI" 8"'GTN~TNG 01'" THE NEXT SYSr~~ DAT~ D~CK.
<;n~€ I"~T~l ~PP~P~ MAY PE r"ppeCT~O HY EIT~Eo C~AN~r~G TH~ NUNRFP OF ITE"S INPUT 1R CHANEIN~ THE PPOGRA~
/lC'P4Y <;171"". pL:::~Se <:FF cr<:r'JSSU'tJS 1'1 H()TH TI-<f ':COOO P ""c;"M;F<;' PORTION 01' THF USFo.S "AN""L "1-10 T~E
00PT10\ nF' TWF pa0Go'¥~Eh'S "uto" IN THF' PR~r;p~~"FD'S ~.~UAL nFAll~G wITH AllcAY 5T7E "DJLST~ENT.

-rRPOQo TYP~ 1~7 ••••••• e ••• e~~o~ •• ~ •• 03§~OO • • ~OOOO • • ~*~~*O • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

.. ~p'" T ... AN c; SECTlno.rS ~DE' ("'''''F'cTr,., H. THI<; '!l)nF.
T... 75 F'ATAl Fpp,)D PDF'''f'I'T!; "leTHE'o l'ITFPPo£TATTON OF T~,rS <;v5TF" DATA OECK.
rl-o!' P",~r."A" ~TlL <;EA"CI-o I'"P "Iru~" fJ "LA'll< c~pn C" TI-'F pt'G!~!~iT"C; OF ThF N~'.(T SYSTE'~ O/ITA OFCK.
<;nv, ~~T~L ~ppnD<; ~ev ~E cn"rFCT"'C HY ~rTH~p C"5~GrNr. T~E ~uu81'R CF ITFM5 I~PUT OR CI'6~~IN~ THE PPORQAU
~"C~V <;17[". DLEa<;E "Ff rr<;C';S5T"I;<; p' "nr.., TI-oE 'f::>ono "'F'<;<:'.GE:'c;' P()PTION OF THE U5FRIS "~NI).I'l ANn TI'E
00PTTO~ nF T~E oonGqa~~~h'S ~UIn~ IN THF P~O~oA~~Fo.<; ~.~UAl nF~LING WJTH aPPAY SI7E AO~LC;T~FNT.

"r",pl)"· TypF 1"1'1 • • • • • • • • • • • • ~ • • • O~40~*~~~~*~*~~~~~.~OOO*·OO • • • O • • • • • • • • • • • • • • • * ••••• ~ ••••••••• ~.

T .... F NI''''·'f R f.F NIlDF;S T~AT io!'DIC OF~,rPJHFn IN n'F' r:FOMFTpy n4TA Is .NnT EOlJAL
Tn Tf<. "'W"~~" C;cFcr.TF'r) Feo T"Ie; <:Y<;ll"".
nn<; <"f,TIIL Eop';R PPE'!F~T: "':I"T"~:" I"TPjPPFThTI"~i O~ THT5 SvSTf" OllTII DEC ....
TN~ opCGO~~ ~ILl SEAor~ Fnp I'ITHI:'~ A ~LA~K CAPn OR T",E REGINNING OF THE ~~xT SVSTEu OAT_ OfCI<.
cn"" Ft.HL FPP(1o<: "1\1' fiE Cf)PpfCT~O "IY FT\HFP CH~N(;!"r, THE 'IUMql'R OF ITP'S INDUT OR CHANGINI; THE PPOr-0A'"
~OO:Y SIZE". PLEA<;~ <;1"1' C1C;CII<;Sr"NS H! "'!lTH THE' 'rr~l>oR "F<;SAGE<:' POPTION OF THf USFP'S JoIbN'JAL ANO TI-!E'
POIHIO'" nl' THe: PIlt)C;C,H'''"h'C; (:1."0'" IN TH~ p'lnr.p~"'Mflll<; MAIojIJAL OFALI'~r, wIT", AIlIlAY SI7E "O.;LSTMENT.
 Error type 158 is a fatal error th~t is caused by an inconsistancy be-

tw~~n the total number of nodes specified in the General Data portion

of the input data and the nUIllber of nodes defined while describing the

system geometry in the System Geometry portion of the input data. If

N nodes have beer. specii'ied in the General Data portion of the input,

the Sl~ of all the nodes defined while describing the beginning and end

of each section in the SYBtem Geometry portion of the input data must be

equal to N. Each node is always referred to by its node identification

nUIllber, and no tW0 ~vdes may possess the same identii'ication number.
~ 0fPO~~~ TYCF l~O ~~o~ •••• §~ou~o~*~~~ •••• ~~*e~.*~*~060*§*.O**O.*~*OO~.* • •••• 0 •••• 0 •••••••••••••• ••
I
W 'w~ nccu ~I'W T~~Pf~aTI~~ t~ L~~S T~~N n np ~P~ATfQ TNA~ 100 8f~ F.
1.0
T"'tS fATAL ~PP(1Q PRc'I"''''T!; F"lJQTNF:" INTEPPoETATION Of THfS svSTp.. OATA OECI(.
TH~ POO~OA~ ~ILL SEAOrH fno ETTHcQ A BLA~~ CAPO OR THE eEGIN~rNG OF THE NEXT SYSTEM DATA OFCK.
~OVF FATAL ~ppOo~ ~AV ~E ~nDoECTcD Pv ErT~FP CWA~nTN~ THF ~UMqe'P Of rTE~S TNOUT CR CHAN(IN~ THE PPOG06~
~"pOV ~17"<'. Pl"'e<:<: ~FF rTSfl'SS!~~~C; H; "nT .... THF If:fJDOO '··C'<;<:.,Ge'<:' oooTJOIIJ CI' T'"''' lJS""'S ~~N"~L ~flO THE
Pf)pTTO", (JF n-r PC0r;O~""F"'C; r;1JHi" II'( THF: PPI)r,p~"""".c; "A'!IJAL I")rI\LI~'G \11TH ~I;'OAV SI7F A[J,,'le;T"F:NT •

• EPpn~§ TYP~ l~O *O.G ••••• O~.~.~.~040§~Q~~~UOOU~O~**.* •• *.**~O.O~* ••• * ••••••••• 000 • • • • • • • • • • • • • • •
T,",' ~jll·."F<1 rr C;I'~ .. F:"TC; I/\ T"'T<; C;U'TlO~: Ie; IF<;~ r'"'AN I 0 0
r,"F, Te'O T"'I\'. TH<: 'IU"P"" I'F C:F(;",nJ"rs Ttl THE <;YC;Tf ....
TWT~ "ftTftl .col)P PD"Ve'~TS clioTHFD I~TFPPPfT~TIn~ OF T'"'IS SvSTe'Y O~TA nECK.
T~r oo"r;Ot~ ~IlL SEAPCH Fro rrTH~p A PLft'l~ rft~Q OD TWE H~GT~NrNG OF T~E ~ExT Sv5Tfv nAT~ D"CK.
<:I")v,," C'~T~L rOoGPc; M~v PE r0onFCT~U RY FTTYC'o CWft~r,r'!r; T"'~ NuvRe'D OF lTE"'! TIIJ~Ur no rHA~(ING THE PROGoA'"
f.OPAV ST7F". 0LF~<;I'" <;F~ CTC;C"~Srf1l!s f': "OTI-' TI-'F 'r~D()O /o'F:-;C;AGF<;' POPTTON OF THE 115<:"-S )J~NI)AL A~m T\olE
oOoTl0-' I)F T'"'E oPOGCft"~''''''C; "IJIO" III T>i" oOI)r;PM~MF.p,<: ~A';rML m-,,_lNG WITH 4CQAV 5[7. Ao.:l5T"'FNT.

-EPoaQc TYD~ l~t ~ ••••• a •• *o~~~~~~~~~e~~o**o~~O~**.~.*~*~~~G~e~.Go ••• * •••••••• oo~.o§ •••• oo •• ** •••

TWf ~I"""''-'' r. L H;~ Sf"".!.. r<; II.J T>1'5 SvST.'J T<: N(H r')UhL TI") n;r "IY.'r,C't' <:0I'"CT"Jro F"0R THIe; 5vo:;TFM.
TNI~ fftTaL "001)0 PPEVF~lS e'U~T~Eo I~TE"ooETITIn~ OF T~IO:; SV5T~~ nlT6 nECK.
T"'~ "''''f1(;On'' ·.rI.L Sf: t,C"(t-< FOR FIT""'" t, At. ~'.Ito; r~.on 00 TNf R~(,TW! P;(, OF T"'E '-JIO" T Sv5Tr" I'A H OFCI':.
~('vE F'T~L ""o~g" -~V ... " cnpc~CT"D RV fIT'WU CNA~r;IM~ T~" ~u~q .. p 0F ITE~S INPur 00 CH~~CIN(; THI'" PPORcA'"
6r.0£V ,.7f"<. t'l"~Sf ""f r.!C;r"C;~T'1NS rio; ~nTH rt-<F ,,,p"nD M"~~aG"C;' POPTJO"J Of TrW l,S'-c,s ~~~JI)AL Arm THE
om~TJO" Ill' T"F P'l()lH'~"'FI"S (;UIOO" IN T~F pPO~llnl'·/Fo'<; "~';IJl\l. r,lFAI_rr.;r, WIT~ 6"oAY 'iI7E Arl...'l5T"''-NT.
 Error type 16] is a fatal error that is caused by an inconsistency between

the total number of line segments specified in the General Data portion

of the input data and the total number cf line segments described in the

Line Segment Data portion of the input ':ata. If N line segments have been

specified in the General Data portion of the input, the sum of all the

line segments described in the Line Seg,ent Data portion of the input data

must be equal to N. Each line segment is always referred to by its seg-

ment identification number, and no two segments may posses~ the same iden-

tification number.
:::
I ·Eoo')R~ Tyer I#,;> &• • a •• ~.~.o*~ •• Oft06*~O~*~.OO.*O~O~***~O~*~O~.~* • • • • • 40 • • ~~O.O*o~4o •• ao ••••• o •• *.
~ TuI'; ~E~~t"~T OP V~NTrLaiICN 5~ArT IDE~ITI~TCaTJnM NUUR~C Ha~ ~~~N US~D pCEvrnU~LV.
0
",~.C.·"'k".:~ Tvet" 1<,"1 ~4~ •• *9~.~G~~O~9~~.~*O~~O*G~~~~~~OO~.~~~~~~O~O~~.O • • • • • • *OO.~.'.O • • • ~G • • • • • O*.~.
TH' ~I!~ 0~ T~~ C~~ f~Tpr~~ Fng THrS Fn~ T~ 7F DO np ~F~ITTVE.

.E~P0~~ TYO~ l~h ~.* ••• O.4.0*~9~O~ •••• OO*O.~*O.**.O*.~*~oo.*o ••••• ~ •••••••••••• o.* ••• ~ •••••••••••
TUE A~~~E T~n S~CTTO~5 ~Cf ~nT CO~NEcTFn aT A COMMON NOnE.

This non-fatal error is due to the user incorrectly specifying the sec ~ions

thr~U0h ~hi~h a train route passes. If two sections are adjacent to une

another they must have a common node at their common boundary. Trains

may only pass from one lir.e sect jon to another if the two sections are

adjacent to one another. Therefore, each successive line section in

a train route must be adjacent to the previous line section and must

have a comm':>n node at the common boundary with the previous line section.

--r
 0EP~0Co TYp~ ]~~ * •••••• ~*.O*~*O*~****~*.*O**O*§*.**~~2 •• ~~****~** •• ** •••• o~ •• * •••••••••••••• O•••
TUI~ ~nnE ~~~ NOT P~~" n~FrNFM IN ThF ~Y~TFu ~Eru~Tqy ~~TA

ThIs non-fatal error is due to the user incorrectly defining the nodes

in the System Geometry portion of the input data. The user defines the

nodes when specifying them as beginning and ending paints for the sections

in the System Geometry portion of the inp:lt data. Every section and every

node in the system must be defined in the System Geometry portion of the

input data, and must always be referred to by their respective identifi-

cation numbers. This error message results when the user attempts to

describe a node in the Node Data portion of the input data that Was not
......
......
I defined in the System Geometry portion of the input data.
-I:""
......
0EPQ~~~ TYp~ I~~ o.~~ •• *.~.~o~oo*~*~~~o~*oo~.~~~**.~*vo~ ••• * •••• * •••••• o ••••••• ~.* •••. * ••••••••••
THI~ ~QnE I~ ~OT A oOoT~L no IN ODENI~~ Tn Thf ATMosohErE

• foor~o TVot 1~7 ~ ••••• *.4 ••• ~*.*~***~O~**.~.*.**~~~*.O**OO •• * ••• O••••• •••• * •••••••••••••••••••••
~N IU fGftL TV~F O~ VF~TIl.T1CN S~~FT hAS ~FFN E~TFoFn

This non-fatal error occurs when the ventilation shaft type has not been

entered as either type 1. 0 (ventilation shaft or blast shaft that mayor

maY not coatain a fan) or type 2.0 (stairway or escalator).

·EPP~G. TYPF JAR .~.* ...... ~.~~.*4~04~.~.~06~~~4~O~~*oooo.o~o~.** ••• *••••••••••••••••••••••••••••
TH~ ~oo~V STlr lI~IT Of T~~ DYN~~TC THFRNAl O~SPONSE ~ATRIX (DTOM) ~AS REfill EXCEEDED.
T'"'IS fllTAL FPPI')R p wi':'.IFNTS filoTHEo I'ITFOoPEHTIO'~ OF THIS <;ysT~M [)ATA O£CK.
TH~ OP"r.o~!, WTLl sO;:aCCH F"'< 'lTH"R A "'tA'il': C,~pn 00 T'"IE BFGt"l'HNG OF THE IIIExT <;YSTEM DATil OFCK.
c;n"F F~Hl "RRORC; "t,v RE Cl')qOEf;T~D By nTHE" CHMj~INr. THE ~1I/"r"p OF IrE"" INPUT OR CHANC;INr. THE P~Or,RAM
~OPAY Sl7E<. 0LE451O <;ff. CTSCIISSII'1NS II\! HOTH THE 'F"OOI'l ""<;C;AGFC;' oORTION OF THf USFR'S ""NIIAL liND THE
POaTTON nF THE pPOGP4~M~h'<; "UID" IN THF pl'lnr.RAM~EP'c; ~ANU6l DfALING wITH JPOA, SIZE AOJlSTMENT.
 ~

Error type 168 is a fatal error that is caused by exceeding the Dynamic

Thermal Response Matrix (DTRM) array size limit (Variable name: LMEQRM).

This array size limit is exceeded when the number of subsegments (both

line and vent) plus the number of thermal sub-nodes within a single un-

controlled zone is greater than the value of LMEQRM (see Appendix A).

This e-~or can be corrected by increasing the array size limit (see

Programmer's Manual) and/or decreasing the rumber of subsegments within

I-' the zone until the total number of subsegments is within the DTRM
I-'
I
I\)
"'"" array size limit. In addition, the ventilation shafts within this un-

controlled zone may be made into separate, type 3 (non-inertial) zones

(see sect Jr 5.9). The total number of subsegments plus thermal sub-

no e zone that originally exceeded the DTRM array size limit

·..rG~~d Q be reduced by the sum of the number of sub segment 5 within the

ventilation shafts that were made into type 3 zones plus one thermal

sub-node per ventilation shaft. Finally, the portion of the system

being simulated can be reduced until the total number of elements in the

DTRM matrix is within array size limits (see section 5.2).

'~t'i"" ~."L
 0ER~oqo TYc~ I~Q O~~ ••• ~.4**.~ ••• ~*~*O*O •••• **.O.~.~* ••• O*~~~* •• O.O.O.* •• 0 . 0 • • • • • • • • • • • • • • • • • • • • •
Twe p~SI6~ ~~xI~UM OI~FLC~ Ate VElOCITY AT THc GPATF IS LESS TH~N ZERO OR ~AE6TER TH6~
h~ro coM •
• EP~O~. TY~E 17~ •••••••••• * ••••• *O •• *O.O~.* •••• ~~4~*.O*~ •••••••• * •••• * ••••••••••••••••••••••••••
4~ TLL~64L FAN TYDE HAS eFF~ cNTtoEn

This non-fatal error occurs when the user has incorrectly specified the

fan type. If the user has stated there are N fan types in the General

Data portion of the input data., he may only specify a fan type whose

identification number is between 1 and N. If the number of fan types

entered in the General Data portion of the input data is greate~ than
..... zero, a fan type must be entered for every ventilation shaft in the system .
.....
I
~
W
~Then the sy<'t em contains II fan t~'])es (r: being greater than zero), the

user must enter a zero for the fan type for all ventilation shafts that

do not have a fan •

• ~~pr~~ lVp~ 171 o ••••••••••• ~400 • • • • • • • • • • • • • • * •••• ~ •••• oo ••••••• o •• * ••••••• 00 • • • • • • • ** •••••••••
A ~TA'oWAY ~f~~E~T ~4~~OT rn~TAIN A FD~.

"EYRe;;., TYO" 17';11 o ............ tIoi)*.tt"" •••• * ••• ** ••••••• ** •• * ... *~ ....... * .........*+ . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
A vrNTllATI~h S~~FT ~~T Cn~TatN ~T l~AST O~F SFG~ENT.
T~TS caTAL f~onp oqFVF~T~ F"oTHED INTERPoETATION OF THIS ~YSTfM DATA OEC~.
T~~ c;;~~qA~ wILL SEACC~ F~o cTTH~R A ~LA':K CIory OR TH~ YEGTNNIHG OE THE NEXT SYSTEM OAT. OFCK.
~n~~ FATtL FROnDs MAV ~E rnooFCT~D py clTHEo C~~~~JN~ THf' NU~PFR OF rTE~S INPUT OR CHAN~INP TH~ OPOGoA~
~~O~V SI7"~. PL~tSC ~rf ~T~~I'~~J~~S T~ pnT~ T~~ '[~O"O u~qS~A~S' POPTION OF THF USED·S ~~NI!AL A~n THf
pnoTln~ ~F THE ~Qn6o~~'F~'S ~l!ln~ IN T~f PDnGo~~~EP.S MA~!JAl ry~ALING ~IT~ APPAY SI7E A"~~ST~ENT •

• fP~O~~ TYp~ 17l •••••••••• o.~ ••• *o •••••• ~ •••••• ~~ ••• o ••• o~ •••••• o •••• *•••••••• 0 ••••••• 0 •••••••••
T~F V~~TJtA'J~~ S~~~T ~T!(w ~~r~~T r~ lFSS TH~N ~.o np ~p~ArFW THAN THF SU~ OF THE ~~G~F~l LFNGTHS.
 .. F'"'OI'C'., TyoF 114 • • • ~.~.G~~~.~ • • • • ~~~G.*~UO~~OO~~~OO • • • • • • ~4§.~.4.~.* • • ~.~o.**.§* ••• g~.O.*~ ••• 9 ••
TWE I~r'I~L arq FLO~ ~~TF~Fn T~ L~SS THa~ -IO.~~o.cno C~~ OP GOFITE'-' THtN +to.~~o.n~n CF~ •

• ~p=~~o TY~~ 17S ~ ••••• ~O.4~O~OO~?~*~*~~*O.*~~4~O*O~O~*OOO~.*O.* • • O ••• *.*o~~.~* ••• **.~*o •••••••• *
Tw~ r~TT1~l ftIo FLn~5 AT 6 ~~nE V'OLftTE (nNTT~rTTY (I.F. TWF!D 6LnERP6IC Suu IS NnN-7EPrl •
• FPQnQo TYo~ l7~ ~ •••• *~OO~OO~040.~.§*§~****~~O*O*~~~ • • *OO • • OO • • • • O' • • * •• 0 •••••••••••••••••••••••
TWF ~'N ol'~-Lo Tlu! I~ fiQEATFO TH'~ J~n SECnNryS •
• EPC~Q~ TYD~ 177 § • • • • • *~.o~*~ ••• **o.*oo.~.* •• o*~oo~*~ooOOO ••••••••••••• v.~ooo.o* •• o.~ •••• o ••• o ••
~ •. Tu~onp~o r~C~DY~AvTr TYp~ ~a~ ~~F~ F~l~P~n Fnc T~E ft~nVf NOnF.

This non-fatal error is due to the user improperly entering the-'noie

aerodynamic type when describing a node in the Node Data portion of

the input data. The node aerodynamic type must be a number between 0

I-'
and 8. All nodes fit into these nine aerodynamic types and no other
I-'
1--
~
aerodynamic type may be used.
·r~~f"I:;4:- TY~~
17~ ~ ••••• *.4&.~~~O.~.O~~~6.*~~O.o*~~.oo •••• ~~oOO.~O.4.D •• ~~ ••• * •••••••• 4 •••••••••••
4~ rVOPOP~R T~FgUnDYN~uTC TVo~ ~4~ RF~~ ~~T~Q~D FOR T~F AROVE ~nOf.

This non-fatal error is due to the user improperly entering the node

thermodynamic type when describing a node in the Node Data portion of

the input datL. The node thermodyn&~ic type must be entered as type 1.0

(mixing node), type 2.0 (non-mixing node), or type 3.0 (temperature/

humidity boundary condition). All nodes fit into these three thermodynam-

ic types and no other thermodynamic type may be used.

 .ERQoq. Tvp~ 11Q _ ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
T"~ 'J'J'1B~q 0" T"'''''''''''L <:.l,'i-'IO"ES l~ THI, c;Y~TFM IHS E)(CFE1E~ 14n
'''rS FATA\. "R~O'1 "REI/E'IIS F!RT",;:R 1·,TEr;PQETATlU'1 OF nil; SYSTEM DATA OECK,
T-l!; pROr,RA:1 .II.L SEAi'lCH FOR EIT"ER .. '~LANI( C.~O OR THE REGI~~.uNG OF Tlfe NEXT SYSTEM OAU OECK,
;;/')"J: FATAL ERRe'lS J'I~y ilE CO'<IlECTErJ BY eITHER CHANGING THE '4UMRER OF ITEMS IIiIf'''T OR CHANCING TH~ PHOGRA"
t~~AV SIZES. P~~ASE SF£ OISr,~SS,ONS I~ ~OTH TH~ 'FRRoq MESSAGES' PQqTfON OF THE USER'S ~_NUAl 4~ THE
o'nTIO~ 0" T~t; :>FH1CR4'4MER'S GUI"e I'" THE PRIlGPA"'I1F.R'S NA"IIiAL OEAI.PIG WITH AFtRAy SIZE ADJUSTMENT.

Error type 179 is a fatal error that is caused by exceeding the program

array size limit for thermal sub-nodes (vari able name: LHrHND). This

error can be corrected by increasing the arr::y size (see Programmer's

Mnnual) awl/or decreasinG the portion of thE sys~em that is to be simulated

(see section 5.2:: until the total numher of thermal sub-nodes is within
I-'
I-' array si zc limits. Each type 1 and tY:re 3 U,ermodynrunic node consi sts
I
~
VI
or ~ thermal sub-nOde, and each type 2 thermodynamic node consists of

~ thermal sub-nodes.
*E'"'1PF''' TYOF 1~f' .* ••••• §~O~~~*O.O~O.~~060~O~~~~~*~OO*~~OO~~~~.~~4 • • • • • u •• §*O • • G*.~O.~.O • • ~ • • • • O.
T;>I\T'I orllJH'" ... /IV '!f)T o.~<::;s T,",Ot1ur,Y vpn ""'~f'T<;.
Hq<; f'~T~l ""QOo DRlOvF'TS '"pTH<:" I~IT"~pp"HTrr," Ill" THI'3 c;vC;H'v I)ATA DECK.
TWf' oq0~PA~ WILL SEaqr H fOP rITH~Q A RlAN~
rapl) OR T~~ A"~TNNrNG OF TH~ NEXT SYSTE~ OATA DECK.
C;~"F "~Tftl .oPf)o<; M~v ME COPPfeT'O RY EITHFOP CHAN~iN~ TH' NU~RFR OF TTE"'5 TNPUT 00 CHANErN~ THF PQOGoAN
/lOPAV <'17E". DL':ASE <;FF CTSCl'SSlt1NS 1"1 ROIH IHF 'F"PM1 MFOC;SIIGfC,' POPTION OF TME USFP'S I'ANIJAl AtJD TI-I"
o(')"TTO'1 /")F THE' POOr,"M' ..... ~1I[D" It, THF ppor;Pt~.MFP'S "ANIIAL I")FOALING wITH AoeAY 5171" AO.;lST~ENT.
".c::
·EQ~OF~ TYPr 1~1 ~* •• * ••••• *~~ •• * ••• 4~*O*~O*O~~* • • • • O~O • • • §* •••• ** •• *.*~* •••• 9.* • • • • • • • *.* •••••••
TH'~ <;~rTTO~ ,q NOT C0~~E(T~n 10 THIS NonE.
THT< FAT~l "PeaR PREVENTS ~UPI~~O I~TFPOPET~TlnN OF THIS SYSTF~ DATA nEC~.
THE oo~GOft~ ~TlL ~EAOCH Ft1C 'ITH"~ A ~LA~K c~pn OR THE BEGINNTNG OF THE ~ExT ~YSTEM ~ATA DECK.
<OYF FATAL Fqon~~ ~AV AE rnpp~~T~O ~Y EITHFP CHA~GTNG THE 'IUMAFR OF ITEMS TNPUT OR CHANEINA TI-I~ PROGRAM
AOPAY 51710:5. OLeASE <;'E OTSC1!Sslt1r-.s I'j HOTH THE 'ERoOP "F,C;AGFe;. POPTION IlF THE USF~'S IIANIIAL AN" T!-IE
pnoTTON n. T~E POOGRh~~'~'S ~UIO~ IN THE pPO~PJ~~FA'S ~A¥JAL I")FALING WlTM aRPAV SI7E An~LST~FNT.

·i
 Error type 181 is a fatal error that is caused by the user incorrectly

specifying one of the sections connected to a thermal sub-node when

describing a thermodynamic type 2 node in the Node Data portion of the

input data. All sections must always be referred to by their individual

section identification numbers. Check the System Geometry input data -

either the node at the beginning or the node at the end of the section

in question should be the node being described in the Node Data portion

of the input.
-[P::lOP" TV"'" 1;>;> ~~ •••• *** •• *~*~*~O.0404~~O~*O*O*O** • • O • • *4*.O • • • • O • • ~ • • • *o.* •• ~.~ •• ~a.*.** ••••••
T,",I'" 'JI"''-'F'' rl'" ~O::CTro"<; ATTJI!: .... n T" THTS "OnE T<; rNcnN<;I~TANT "'TTH
T~F SY~T€~ r-.~~~ToY n~T~.
""'....I n'T" .HAl .::lenp P~IC'~P'TS r"oH'Eo I"TEtlPQETIITIO'J OF THTS <;y<;TF:M DATA DECK •
+:-
THF opOGQav WTll SEbDC" FOR fTTHI'"P A Pl~'JK CIIP~ OP THE BEGINNING QF THE NEXT SYSTEM DATA DECK.
0\ <;f¥F F~TAl .PP~P<; ~6V RE ("pofCTrD By EIT ... .,." CHANGING T~F NU~R"'Q OF ITE~<; IN"UT OR CHANEINR THE PPOGPAu
M>DAV SPt:<;< PlEft~E <;!'f r.tC;(""C;~!I1,'JS TN P111 .... THF 'Fr.P"P "~S<:~r-FC;' p(llnTON OF THE IJSflHS "'ANliAl AND THE
PO;:>TTn"; (1r TU" PDnr,p.~""Ff"<; ""ID"' I~; T"I'" ppn(;"~""f"'C: ""/I'i'il\l nrAllt.!G .'ITH APQI\V "171': A()':LST~·'F.:NT.

Error type 182 is a fatal error that is caused by the user incorrectly

describing the sections that are attached to a type 2 thermodynamic node.

This error will occur when the total number of sections connected to the

type 2 thermodynaJl'lic node being described is either less than or greater

than the number of sections that have been defined as being connected to

this node in the System Geometry data. Check the System Geometry data

against the Node Data. }~ery node and every section must al,~~ be referred

to by their respective identification numbers.

t
III:
 ~~.a,§ • • ~~~o~ooo~~~O~O~G~OO·:OOU~*O~U~~O.~~~O~4.~~ • • • * •• * •• ~.* •• *4*4.~*4.~*.O • • • •
• F:"=~:; ~ TY'"'''" l"n
T~~ ~~0V~ ~r~~ wA~ ~'nT f~~~ ~~~C~'~fQ IN THf HO~F ~~TA.

T~lS r'T~L ~"onp DP[VF~TS ~UOT~Eo INT["PPfT~Tln~ 0<" ~~T~ C¥ST,,"M O~TA OECw.
T~,," oon~o'" ~Jll SEtoC~ F"D ~IT~~P II PlA~~ r~PD OP T~E Rr~TNNING OF THE N~xT SYSTEM D~Ta DFCK.
~O~~ F~T~L ~p~npc ~.V ~E cnoc~CTrD ~Y FITH~C CU~N~IN~ THE NfJuorp OF ITE~S INPUT OR C~4~CIN~ THE pPOGQ~M
1I""avC;T7F~. 0li:~<;E <'F" crC;cf'sc;r"!:s III! wn ... THF ,n,p'1p ",,"c;c;AG':C;' "OPTION OF T""Fe USF~'C; "'ANtJAl II~J!) THE
DnpTT0~ 0F T~E p00GPI~wE~'C; ~VInr IN THE ppn~pa~ME~'C; M4NliAL nr4LI~G ~ITH ACPAY C;I7F An~lc;TWFNT.

Error type 183 is a fatal error that is ~aused by the user failing to

describe within the Node Data portion of the input a node toat has been

prev~ously defined in the System Geometry portion of the input. !fa

node has been defined in the Systcrn Geo:netry portion of the input data,

it must be described in the Node Data portion of the input data. Every
I-'
I-' node and every section in the system n.ust be defined in the System Geo-
I
.;:-
-l
metry portion of the input data, and m:1st always be referred to by their

respective identifica~i2n numbers •

• f~~aq~ TVO~ 1~4 6 • • 0 • • • • ~~G~~OOOo~~ • • *~~~oo~~~.o.~o~*~~~*~~~o~O*oo*o •• oO •• OO.~fi.~.~.§GO ••• O •• O ••
~ ,,, x T'Jr. ';C.~~ "'~5T I-I/I"f 1\101'1 "" '~()"f 5f(1 In'''; Cf"'>:Et:1F;"1 Tn TT •

• ~~~":. Tvo,: I~~ ~~~o.*~.o.~~~o~*~*~~***~***~****~*~~~~***~~~ •• ~ •• o.o.oO •••• 4.~o~*oe ••• R•• O* ••• O.
T;...C:- 7~~;r: Tye:=, r-.rn<;T uF FIT~F"Q 1. ? n? ~ •

• fPQn~~ TYP~ 1~~ O.OO •• 4 ••• 0.~.60*~O~~~~*~o~~o*oo*oe~~*4.00 •• 0 ••••••••• ••••••••••••••••••••••••••

T"'f ~llfl"'~FlE >;"tAp".:'! I'll'" SI"".'laTIO'! ;:ppnpe; IS lfse; THA'I ., CQ (,QrIlTEH THAN <;0.
l~T'S F"T~l FppnO O~E\.'q·l<'; ~lieT"E" I'!Tf:;pcEThTI"'l OF T~r~ c;vCTF" f1r.T~ nECO(.
TI"~ ,;;",r:o~', '"ILL c;;::'''CI-t F(l= ""rr . . r« ~ "1.,1'''''-: r;r,::o" f);> Tf"F ".,.~p.":P'G '1F r"E" "J<"'(T 5y<;TF.:'" nATA Drrl<.
"r'" ~'TJ\L ~~"r,;:;<; :'/IV Ho Cf)plO"CT-=-" f-IV .: fTh~'" C"'a',t;H;r, TH, '11),',,0-'1 OF TTE"S P';ClllT OP c'-l,! .... C;Hr; THE PPOr,I)/lv.
~ccav cI7~C. ClEASE cFf CISC~.S5In~s T~ .01 u T~~ •• oQne ~':SSaGfS' PORTION or T~r US.P'S ~~NlIAL ANn ThE
orcTTn~ rr ThF poOr,Qo~~E~'S ~Uln~ IN THF pOf)r,pn~WFq.s ~a~I'AL nfllLING WIT~ AODlY SI7f AD~LST~fNT •

• ~~c~~~ TyeE 1~7 •• * ••••••• ~O~ • • O • • O~~~~o*~~ •• ~.* •• ~O.qo.*~**O.O •••• O.~ ••••••••••••••••••••••••••
T'"F apl 'l~';"TlY (; 1 VI' I.• WITt- TI'F FA" Pf'lfO""M:CF (1IRVf nATIl :>nTNTS IS EIT>lfQ LESS THAN 0.040 OR
r,CEBT.O T~a. ~.nR~ lR",CtFT.

I'
il
i
1,1

~Ii, I~
 .F~~~~< TYo~ l~~ ~~.~.~.6.~40~~.O~~~044~~O~ • • ~OOOOOOO* • • • O~O~.OV.~O • • *.O.~ • • OOO~, • • • • • OO**.* • • • O.
Tw~ ~"v~~~ r~ EL~v~~T~ J~ T~~ A~~~DYN~~rc 'on/DT' ~ATQT~ IS GP~~TEP THA~ T~~ O~OGOAM CAPACI1Y
T"T<; '~T·\L '::;<1(1;:1 po.;"'11'"'1'3 ~':l>l''''''O INTC"I1P:'ET~.Trl)~,
n~ THIS c:;ysrc··, DATil OF.:CK.
T~" ~o~~~.u ~llL SEaoCH F"~ FITHC"~ , ~LA~K CftP~
OR THF ~r:GTN~I~G OF T~E \EXT !yC:;1FM nATA DECK.
<;our F~Ttl r:~o~o~ ~AY p~ CnoPECT~D A~ ErTh~? C~4NGING THF ~~~RFP OF TTE~S INPUT OP CHA~GING THF PROGQ,~
AOOI.Y <'17r:<.. "LI"~SE "FI' t 1<;("'I<;<;J'1I1:<; 1!\j >30TH TI"F fFJ'.IPOP "'F':;SAGF<;' "OPTIO"< OF THI: USF""'; r-ArJlJAl ANO TfiF:
onoTTC'J N' T... r pOOGP~""FI<'C; 1:1.!IOI'" IN 'I-F. PRnr-P4"MFP'<; "'A'~lldL -_.. ." ."IT\.I IIPoAY SI7( An~L5Tt-'FNT.

Error type 188 is a fatal Lrror that is ~ caused by £. user error.

T'r:ir. error is due solely to the memory storaee capacity limitations

of the computer. This error mar be corrected by increasing the LMBLP

array size limit (see Programmer's Manual) and/or decreasing the portion

of the system that is to be simulated (see section 5.2).

~ERP~~4 TYOF I~O ~§.4 •• 0~~.~q~G.O.~.4~*§~~O~~O~O~.~O~.~~.~~.~~~O~~O*O~~*~~~ •• ~.O ••• ~.~4*O*~.~.~ ••
...... a C;V<;TC .... IIHTC" r~':TAT"" 1,,1) ':)0 "':J~E I~/nn"NrlnIT ~.·.F:::ni.1"'KC; ~II<; f~lTP';::C
('FRAIj).'[NTFI' ~[H,I'QK'I •
b-F'-:
I T"'r~ C'~TI\L <"01::'1" 0";'\If"15 ~11~THEo 1~·ITF.PDoFT~TJ'1~1 at' T""C; SYSTP" nATA ()fCK.
~ T"'~ 'OPry(jRt.'- !,jILL S"~PC't- FIlP 'ITH~R 1\ I!LA'JK C~PO OP THr i3Fr;JI'JNT~IG OF THE NneT SYSTE" DAH OFCK.
i,lI)
<;(lye: ~HIIL ~j;D'1;:1<; r~~y RF cnt:lDE(T~O BY "'IT,",F'" CHANr,PJr. THF "IJ~~"H'~ OF ITE"" TNDtiT OR CfiA~J(;ING THE PROGDM"
teet.·( 517 ..... DL!:tSE "FE CTC;CIIC;C;Yr.",s TN "OT'"' TI1F 'fRPf)P "FS<;AGFC;' PORTION OF THI'" U5FI.>tS ",tlIoJt;AL AND THE
DcoT'r)··"~ T"'r I.>~r)(~·o,,,,,'q•• c; r..IJi)1'" II\! T"'[ pp()r;D~"t-'F"'<; "II'/IIAL nF/lI.p.lr. lrir H 4POAY Sl7f An"LSTMFNT.

Error type 189 is a fatal error that is caused either by the user in-

correctly de:rining the geoT:1etry of his system or by his attempting to

simulate two distinct independent systems within a single simulation.

Every sectirn in a simulation must. sOr:1ehow be connected to every other

section \iithin the s:.'stem via a I-:lth th:lt passes only throush other sec-

t:i.cns wi tlli.n the sy~~tf:m. 'I'he program interf':l.lJy cIJecks the system geo-

mei·r:: (lat-,. to d(,1..ei'l~ir.r.: v;iwtiJer OJ' not. all tbe s,"ctiO'lJ are directly

iii!
t
lillI,
 connected to one another. This error occurs when the program discovers

a certain number of sections calulot be reached from a particular node

via the other sections within the system. The erro~ message lists first

the node End then the sections which cannot be reached from this node

via the other sections within the systo=m. Check the schematic diagram

of the system to make certain that all the system geometry data w!'\s

entered correctly. Two independent systems may ~ be simulated in

the same simulation - they must be simulated separately.

-ER'W". TioE 190 O.~ •• ~~.~D~.~OO& • • • O~~.~O~O~.*OOOO.OOO*.*O.*.~ • • • * ••• O 0* • • • • 0 • • • • • • • • • • • • • • • • • • •
THf TI'lT ~L Lf"GTH (1. T~TS v~~TTL4TTON ~H~FT l~ l~SS T~AN lQ OR ,,~EAT~~ THA~ ;>000 rE!T.
~ .EP~OW~ TygF lQl ••••••• a.o~o~ •••••••••• OOO.~O.O.o~.4a •••• *a •• a •• o ••••• ••••••••••••••••••••••••••
1- P'E API'lVI: ~'('r.E IS AOJ5CF~T TI) T..,O I'll'l ·.'n P "" OT~tfPF.::-'/T rr)NTlIl)l.tfO 7nNE5. 01'1
\0 ~ ~:'lI\j-I:IOE"TT6 (Tye<:,) 70~~ t<; NOT CO"~'''CTI'D Tn 6"l (It''f:nNnUlli I'D ITY". ::0) lONf •
• <:"Pl"~·' TY"F 1'1;> •• o* ••••• aO.~~~04~ •• ~Ooo.a~~.~~.~~uo~~oOO.~a.90.0 •••••• *O ••• ~.O •• O •• O •••
* ••• * •••
T ... I' AVPLIHJ4:r 01' T>-IE a"'';UAl y<,,,,o£oATllo,," FLW:TlIATII'lN to; LESS THAN n 0P OQEATE'Q T'lAN "n rr<= F •

• ERQ~P* Tvof l~~ •••• ~ ••• O••• ~~.O*~~~~O~~~~*~*G~~~**~*OO~~O~O** •• O•••••••• *G.o ••• oo •• * •••• ~ ••••••
lUI' taN L0~r" I'LOv IT-'T r"0I~T 0<' ~OTn" 8"Fa~nr)~~ TO"~Uf 0 0 SToPPING) f~TEoED IS EITHE~ LESS THA~
-"O.D~O CFY C" Gl'lrATf~ lH4N 0 CI'~ •

• [PQ~w~ TYo~ IQ4 • • • • • • • • • • • • ~O •• O~~*O*~O~.~*4 ••• *~O*~ •••• **06.*OO*.* ••• * •• ~ •••••• § ••••• *.o ••••••
T~I' """~ 11""=0 FLn~ LI~TT (O"J~T or ~rNnuILLrN~) IS EITHEP lFSS THIN I~~n CFM 00 h~EbTfP !~AN ?OO~.OOO CI'M •
• F.:r:~:')Q'.1 TYDF lq.:; •• ~ ••••• o •••• *.~*o ••• ~o.~ •• a •• a**.**O.~a~6~O~Oa.~oO.o • ••••••••••••••••••••••••••
~ "r:'i-p·~"T\~ I/ ..... T S ... ~FT In'!<' (TyeE :1) "'IJ~T "lOT CONTATN A LTNE <:Er, ... nH •
• EQOn~~ TVP~ l~~ •••••••••••••••••••••••• 90.~ ••••• * ••• oo ••• ~ooo ••• o ••••••••••••••••• ~ ••••••••••••
a ~FrTTr~ ~.c P~I" F~TF~F~ T~aT 1<: yCOlAT!"D FQ~~ all I'lT~Eo c:[CTIONS IN T~r NETWOPK.
TWTS I'~Tel rp=~~ "=EvF~l! ~~"TNF" !NT~g"OET.TIn~ O~ T~IS ~v~TF~ nATA D[CK.
T .... ~ o=' .... r.,':),av ""'~LL n.AT~ D~Ct<'.
C;~~~("' ... "~D ~!T,.,.e'u f... ~Li... :'< r.~pr> (JP p..l~ p~Gr-·.:~'JlI\IG OF Ttl-=: Nfl(T SYSTEM
Oil'" F"T!l rr;D'l"<: "AV f'F r:"QP"CTC'i) ~Y EITj..FD Cf'~'JGlnr. T>'. ,,1)'19F'1 0"" 1T["'<; IN"UT O~ (HAN(;INI'; THF PPOI';QAM
~CO~V ~T7"" PLEtSI=' 'OFF C1<;O:I'~~I~tl<; T~i ..jrlT'" T"'f 'fRPr>c "F<;~AGr<;. POPTrON OF' THE USf'I"S ~ANUAL ANn THE
on"TTI)'; '1F T"r P<-'jr:""'vf:~'<; (;H10'" IN Tl-![ ppnr,'a"'''EQ'<; "A'J'J~l rll'~llNG wITH .PQAY SI7E AO.;LSTI'ENT.
 Error cype 196 is a fatal error that is caused either by the user in-

correctly defining the geometry of his system or by his attempting to

simulate two distinct independent syst~~s within a single simulation.

Every section in a simulation must somehow be connected to every other

section within the systew via a path that passes only tr~ough other sec-

tion::; l.-i thin the system. The program internally checks the system geo-

metry data to detenuine whether or not all the sections are directly

connected ~o one another. This error occurs when the program discovers

that one particular spction has been entered that cannot be reached via
.....
.....
I a path t.'1I'ough any of the other sections in the system. The error
VI
o
message lists the section thCl.t is isolated from the rest of the system.

Check th.c schematic diagram of the systel!i to make certain tha.t all the

syst~, G(ometry data was entered correctly. Tva independent systems may

never be si:lulated in the same si~:1u.::.~ti()ll - they Dust be simulated sep-

=ately.
• F~:)r1PC TYD~ )Q7 •••• ~.~ •• ~~~~ ••• oo~o.~.~~~.*.o.~o •• oo •••• o~~o~~o~.o.o •• ~~ •• ~*o** •• *~~.*.*~ooo •••
~ flo C"T~.0=1{ ~,·')Ta;r-. "'~LY f't~.~ T\:r, T0 1:0..1:" !\T·"n~p~.""~F "'''-' !-!rj;"rj f·rrI,\'f0.
,.,0;:-,.
T"I-ITS r.".T,'":l CC~~) Ch.)-~"~t T~ ~tlC'T~r:J 1";rr:-[;p:';~TJ'lTrn~'
(Ie- T~tS ~Y5Tt:'~t '";j\l~. nFCK.
T~r o,:"r"I·~:';~U _Ill c;~"'r>-r~ F()P FJTH~··J !.. 9Ll\!jr< rj'~G
rtR T"-IJ: HF'r.lN"JT"':r, OF THE J\!E>-"T SY'STf~ DATA D~CK.
C~·~ r,Tftl fQOn~~ w~v PE rnc~FCTvu cy ~IT~VD r~nN~l~G THF 'ru~qFo or ITF~S INour OP CHA~eIN~ THE pPOGoa~
~"",.v <;T?f~. eLFa". ~"r CTSCI'<;<;I""lS I~' HG''-' TI-'F ,[oorw "Fe;<;Ar·Fe;. PO'HlrlN OF T!-IF USED'S "'~NlJAL A~m THE
pnoTT0~1 :"'/F T\.or' PQl)fl0r·,1I~~ ... t<; r.UJC r p., Ti-If pt)nr.PA·~p,.IFP'C; ut."JIJ.'IL r')~At IN(; ",IT,., APOAY SI7f AD.,:lSTt..tENT.
 '!
:l

!j
Error type 197 is a fatal error that is caused either by the user attempt- I
ing to simulate a system that has only one external opening to the at- il1
II
mosphere or by an error in t~e system geometry definitions. Although

a system that has only one opening to the atmosphere is possible, the II
SES program ca~not simulate such a system. If the system being simulated ~1
IJ
~ possess more than one opening to the atmosphere, check the System 11
i
Gec~etry data a£;ainst the schematic diagram for any inconsistencies or
:'1
errors •
• EQP~~' Ty=~ IQ~ •••••• O.4~~.~~.~~~~oo~~~~oe~~.~~~~o~ •••• ~.~~ •• ~~~.*.~* •••• * •••• ~ ••• ~a~ooo~ •••• , .
I-' ~ ,:,,,'-o"'1rJY·.~"TC TyeE: :7 O.O,-"TXlNr.I r~nf1' "el<;T H" AT A 4 Co< "i "p,v!C~ ~100E ONLY
I-'
I
-.n .~pgn.~~ TYO~ IQQ •• ~ •• ~ •••• ~.~.ooo~~oo~o~~onooO~OOOOO§OOOO.~O.~OO~Q~ ••• •••••••••••••••• 0 •• 0 ••••••
I-'
T.. , '<" .. ..,fD "F' • 011"5 ('1"1"11'1"1'"; Qv H;r r:F:Il"'~'Tloy Ie; fo",-"TF" THa.N 1',
T,",T<; "'~HL "p00:;, ;>;;"'v~' T~ C"1:I'TH~O P;T"~p;:;~T~TTn'; (;F Tl-<rS <;YC;'r'" DIITII (1((1(.
T~~ OO~~Dt~ ~ILL S~4Qr~ F0~ FrT~r~ II AlA':~ C~Rn OR TNE ~FGT~~r~G
OF T~E NE_T SY<;TE~ nAT~ D~CK.
~n~~ r~TAL ~R=ngc; ~LV ~E r~gnErT~n Ry ~rT~FP C~A~Gl~~ T~~ ':~~~Fg
OF 'TE~~ TN~UT OR C~A~~ING T~F opO~o~u
/:':J.\V <.:7 ..... "l.FA<;'C c.I""- I:T'O(I'5,:;I"\3 P: "nil-< TM" ":-wq~,, ";:"S<:.\c·.e;. ;:>()qr!O'l: ,,~ THf'" LlS~t.>t~ "~\IIAl IINO THt
cr,cTtr)'; 'IF T"C- "c1r:·"·.,·~,F<... <; r-'JTO=- 1', T;"f "pnr.p~'''·fc;.<; "I\'.;I)AL rlOlIlHIC; '<11TH AI<!)AY 517=- Af')~tST"ENT.

Error type 199 is a. fa.tal error that is not caused by a user error. This i.
II .
error is due solely to the memory stora,:l;e capacity limitations of the 1i
~
·:'1
computer. This error may b·;: corcected b:.r increasing the LMNLOP array I:.,:1!
size limi:, (see Progra.r.uner's !·lan'.lal) and/or decreasing the por+.ion uf th~
.... __ ... -.;:-..
j
system that is to "be simulated (see section 5.2;. As a general rule, the

nu:::Iber of loops Ie a syste:n is CCiU3.1 to the nUr.Jbcr or sections minus the

number Ot intern:!] nodes (nOd,";> at portals and tops of: vent sha~'ts are
11.1
external nodes). :,
 .f~~O~~ TyeE 200 .** ••• ~OOG~O~~~O*O~~kO~~O*~O~~~~~~~**O'O§o~~OO*~oo* •• ~~ •• §~o~ooo~*~I~OOO • • • • o* ••
T'-'F """"AGE" ~l.!"""o o. c::fCTTm~<; (,1I o'~'""n P'-" LOr'lD HAo; 'IF'''! FXr::E'fl"O.
THIS F~T~l Fppnp oW~"F~i! "uoT"'f~ !1:T~gPO"T~TIn~ OF Tk!S ~YSTFM OITA DECK.
T"""C" oonr..OI1~ '"TlL 5EAO~"" Fr)Q C"rT~t:'Q t.. ~l/l,r.: .... COF=D 0.P THF: PEfjT~,:.'·!!··~G OF THf "Jf'tT Sy~TF.~ OAT~ [)~CK.
<::~"C" F!..TtL cHoros ~!lV ,'1~ C~r.'O;:('''jC"O '-iY F.:IT~r-~' r:/-f~.!lr~T'\Ir:. r""'~ r-'!_;-/:JI:~) OF' rTf·... ':; TNPUT 0;'<> t:~-;A':~INr.. TLoI.F:' r'J'~or;PA~
".C:::."'-Y C;r7c~. "'tE"'r:;t c.:F~ rT~C!;<::,t...T"~J'S P,! ~nT!-- ~ .... ~ fiqDf"Q WFSC;td.:.c:-e;. P~PTt(lN o~ TH€ tlSrp,S ~n":I'Al A~J; THf
DC:;TTr" r." n·,: PQ')/;'H.··... EI<.<; r.IJII)" 1'< THE r"r>""~"~t" 'S "A'.'! .... L n.AlPJr. ~;IT'" aP=<AV 5T7" AO':lSH'fNT •

• E'~"(1C;,> T'fPf ;>n) • ~.*.04*O*O~~~~O~*O~O~§*~~4*~~~~*~~~~~~~~*OOO.*~~.~ •••• *o •• ~~*~.* ••• ~*oo.* ••••••

Tu.· D"'lr. ':O"q'-Ict"-"T '''I'"TrI-T''1) TI)Tt.L TOliCK tr.F:~ I~ 'iFr.t,T!VI:" nO! G"[IITfP TH~N "~6 SQ.T •

.o;:~O~~~ Ty;::l~ ?n,. ~~ ••• o.~~~e~~~~~OOOG*~e~**~*~~*~~05* •• ~~O~~~~OO**~~~O~OO~*~~*~*~.G~a~~*o~*.§~~.~

T).J~ ~.'I!·)~ [":- tr:ODS
Dr.c.~p·.r1' TI--IRl),'J~l-I' f'\l:'I\" r:-~rf") .J11\CT!r,'JC:: PLUc;. T!'-!~ r<1JMF~I=P ('F' TO::!JiNS
"'r- THi'\r waY PA<;5 T~PO~JC;H
::;C.~"C"F~· _J!j'.CTI'l~:<;
IS Trr (:llF·~T.
T"I<; "~.HL FI'O(jP P""E'JFNTS FI)OT4EO INTEoPoETAqn" OF THIS <;YSTFtJ 1')4T/I CECil'.
TM" O"'nGOA~ ~ILL SE~OCH FOR FITH'-~ A eL'~K CIPD OP THE AEGT~NTMG OF TME NEXT <;VSTE~ O/ITA O.CK.
Env' I'"~TAL "PRros ~ay PE rnpoFCTFD MV FlrMEo CHh~GIN~ THI'" ~UMRF~ OF TTE~S INoUT OP CHANGING THE PPOGPA~
""PAV SPf". pl"~St e:I'"F CTSC"S'3!""S ii" t'(1T" "'"f'F 'F:""'fl P "F:<;<;t,G.r:;. pnRTION O. THI': usrlHS ~A'II!AL b'Jrl T"IF
oooTTr', 1)<" T~E "",l';:,~ .. .C; f:III!)"" 1" Tci~ O"(1f:ru'-"JcD'~ "";11AL n<"AlP,G ~IIT" 4t::Jf,Y SI?" Af'~'l.sn'I'"NT.
,-c
~ERpr~~ TY~r 20~ ~~~.o •• o •• ~.~~~.*~*~~e~~~~o~~§.*~oo~~*~~.§~.o ••• ~.o.~ ••••• o*.*~.o •••• *~** •• o •• ~.
A" T,voOl)oF:R SECTION HAC; e'-EN lI'JK<"O Tn Tk~S fi"A';CkFG JIJ'JCTTnN.
T"y<; I'"~TtL EI';"('P n~"VE"TS "'''''THE'' 1~'T .. PP"ET"TJ'l/! OF THIS SySTF"'l OAT A I')ECK.
f-'
f-' T~r ~un~~AU ~Ill ~"tOrH Fl)O "TTH<"~ ~ RlA~K c~~n TH. R'~lMt'T~G OF THE NE~T SYSTEM OAT~ DFCK.
n"
I c(1u,- F~Tll ERa~"c ~AV HE Cn~OI':CT<"O BY EIT"'"p CHftU~I~G TH. ~IJ~~<"P OF ITE"S TNPUT OP CH4~~ING THE PPOGPAM
VI
I\) ~CDaY SI7Ec. 0lEft~E SEE CTcC"SSIn>.JS TN ~nTH THE 'FGorD ~<"SCIG .. r:;' PORTION OF TH~ USFR'<; ~4N~Al ANI') TH£
01)"TI01 OF THE porGD~Y~E~'c ~UIQ<" IN THE PDO~P~~UFp,r:; Mft~UAL n~ALING wITH ~PDAV 51?E AO~LST~FNT.

0Eop~p. TVPF ;>?4 ••••••• ~o*~*~~~~o~o~~~~**~~**~*~~****~o~~~~~~o**.o.* ••• * •••• 4.0.0~ •• *.O ••• o •••••
TI-'<: ';1''''''<"'' OF l I"'~ 5EG"FI'.. T'" A~Jn VF"TtLaTIO" <;"I~I'"T<; TN THIS ,,~.:vI"n""'E;':T~L CONTPl)l 70N.
re: L<<;S T'" " , 7'-PO n P r.PEOTFo) THA") TMI'" NU"Hfo nF Ln.:F <;F(;-"I'""T<; nnD VfNTflATTO"J "HOFTS
I~' ru~ ~NrIc~ ~YSTF~.
THt<; .HaL F"Pr.p o"F.'If""'TS I'"IIQTHEQ INTFP.PPF. rnTfON OF THIS ~v<;T." 1')1\10 OECI<.--
T~~ pp~r;pn~ ~TLL SE~"~H F~P .tTH"R
A qLA~K caRD OP THE Pt="GINNING OF THE NE~T SVSTEM nATO DECK.
C:OvF F_,TnL .RPnQS "'AY <Of CODPECT<:O Av e:rrHEP CHA'lGIIIIG TH" "lU"RFR OF ITE"S TNPUT OR CHA,,<;ING THE PI'JGPA'"
~COdY 517"<'. Pl.~c;f C;l'"f CTSC"~5I",1<; 1111 >'OTH Tf''- '(0 0 1)0 '··"<;C;Cr.f<;' PI)PTTON Of" THI'" US,,",C: I'lItwt.L A~,n T"IO
P~~T!" ~~ T~F DprGP~"VE~t~ ~~rn~ I~: T~~ ppn~p~Yr'E~t~ v~~:UAl G~AlI~I~ ~ITH !oo~V ~I7r Ar~L~T~~'~T •
• E~QOC* TYo~ 2n~ ~~ •• §.~.~uC*~~O~~~DG~G*~~~~~o~~w~*~*~*~oO~G~O~.O~~§.~*.~~O.O~.O~~.OG~O§O • • • O~~~.
T"'E J,.·,rTT'l' A'Ir.lF FOp TI-l<; J'lN<:T'Cl'1 I~ IICT J~. 10. n" :>~ r.FG"I'"FS •

• fOPC~~ TVP~ ~O~ ~* •••• O••• *~~O •••• *.*~G*~Go.a~~*~~~~.o~O*~*OUO*~.** •••• * •• *.o.~ ••• o·coo •••• ~ ••••
THF BcoFCT CITJ~ ~I'" THTS (Dos<;nvEo J'J~CTr~1II 1<; LFSe: T"t~ J.~ 00 GOEaTFP THaN ~~.O •
• (A~O~. TypF 107 ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
T-'E ~SPEC1 '1ATIO OF THIS J"'NCT!CJ'~ )5 LoESS THAN 0,5 0'< (jREATE.P THAN lO,O.
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11-53
 12. SIMULATION ERRORS MESSAGES

A simulation error is an error that canno·!; be detected during

input verification because the conditions that cause the error only

exist after the simulation has started. The program prints both the

simulation error message and a detail print at the moment in tjme the

simulation error occurs. The detail print is given as an aid to the

user in determining the factors that caused the simulation error. The

":lser must specify the number of simulation errors he wishes to allow

during any given simulation. If the user wishes to allow +N simulation

errors, he must enter +1\ for the number of "Allowable Simulation Errors"

in the General Data portion of the input data. The program uses the

number of Allowable Simulation Errors in exactly the same manner as the

number of Allowable Input Errors is used during input verification (s~e

section 11.2). If +N is entered for the number of allowable simulation

errors, the simulation will terminate after discovering (N+l) simulation

errors.

aegardl~~s of the number of allowable simulation errors entered in

the general data, if an "irrecoverable simulation error" occurs, the

simulation is immediately terminated. The program uses the "irrecoverable

error" in exactly the same manner as the "fatal error" is used during in-

put verification (see section 11.1). The irrecoverable simulation error

is an error that renders a simulation useless under any and all circum-

stances. The factors that caused the irrecoverable siculation error ~

be corrected and the si~ulation must be performed ag~in after incorporating

these corrections. When the program discovers an irrecoverable simulation

error it prints both the simulatjon error mesDage and a detail print at

the moment in time the irrecoverable simulation error occurs. There is

virtually no difference between the irrecoverable simulation error and

the simulation error except for the fact the irrecoverable simulation

error i:nmediately t:ermins.tes a simulation while the simulation error only

terminates a simulation if it causes the numLer of simulation errors to

exceed the allowable number of simulation errors. It is stroP!"ly rc~()m-

mended that the user spec';';';, no more than 10 a110wablc shnulution errors.

Under certain circulnstances, a simuln.tion error will not be extremely

detrimental to a simulatlon, and there will be no need to re-run the simu-

lation. One example of such a circumstance is at the start of a simulation.

If a simulation error occurs at the very beginning of a simulation due to

transient start-up conditions, but never occurs again during the remldnder

of the simulation, there is no need to re-run the sin:ul~~ti(ln if it we.G not

important to obtaIn accur3te information on the status of the syste::l at

from the rf'l"'8,lnder of the :JimuJc.t.io!1 3.}lpc[1r ;10rr:ln] aftt::r tho first fC1,l

seconds. It is up to the user to deterrlin(o whether or not 11 si:nulation

error has rendered tho si.Iriulation useless. Therefore, it is im])ort~t:-:'J

receivinG 8. si.rlUlcttion ern.' " Tbe user ~~hould finc: tho source 0:;' th(' erI'()r"

and correct it - a user can be l~ol~\pletcly sure of til'2 validity of hi s re-

nee:} ,,1 t"J

plctely v1.lid,

1?-?

,~
=~-"-~:":;;;
 SI~UL4TrnN -EQQQoo TYPE •••• * ••• *~o~ •• *oe •• ~·Jo*'o •• ~OOO • • OO • • • O • • • • * ••••••••••••••••••••••••••••••••••••
ATTf"PT TI1 ~x(F~n "'''r "'AXI"IIIM 1\l;p.oqfR OF SIMIILT~N~n'J<; OPEPATrr~r, TI(A11115
T"'r CflpoF'.!T TRAIN \lYLL N"lT RF Plat::F''l I'JTO rlPERHIOt,.

This error is caused by having too many trains operating within the

fystem at one time. The maximum nl~ber of trains that can opprate at

anyone time is governed by the value of the variable LMTRAN. This

error can be .corrected by anyone or combination of the following methods:

'1. Increase the array size limit for the number of

operational trains at any given point in time

(variable name: LHI'R' N) .

I-' 2. Increase the train headways in order ~o increase

1\J
I
W
the spacing between the trains. Increasing the

spacing between trains will decrease the number

of trains in the system at 1nY given time.

3. Reduce the portion of the system that is to be

simulated. Reducin~ the size of the system will

reduce the total number of trains within the system

at any given time.

4. If the user is sim'l.lating a tunnel system with

adjoining outside tracks, any travel not essential

to the sirr,ulution 8.lcng the outside tracks can be

eliminated.
 5. If the user is simulating a tl.mnel system with

adjoining outside trac},s and is only interested

in the results of the sim1.!lntion for the tunnel

portion of the system, all stops outsi.de the

tunnel system can be eliminated. In addition,

all travel outside the tunnel system that is

not essential to the simulation can be eliminated.

It is important to note that trains "disappear" from the simulation

i-' as sOOn as they reach the forward end of the last track section in
I\)
I
.:=-
the system. If explicit train perforr_ance is used, the trains dis-

appear from the system as soon as they have traveled the total dis-

tance involved in the speed-time profile supplied by the user. There-

fore, reducing the unessential track sections in a system will decrease

the amount of time trains w11l need to reach the end of their track

route. Increasing the rate at which trains are taken out of the <;:iJnu-

lation increases the rate at which trains may be introduced into the

simulation.

lilt",
 SP1Ul,lTIOI\; ~"OP()O .. TyPE 2- •••• , •••• o ••• v •• ~O~O.&~OO~~~.*o~*~o~oo*~.~ ••• o* •• * ••••• ~* •• 4e~~~o~4.o0*.~.* •••••
DrVrSl'~" Py 7F"P(). Tr"", .00

The purpose of this error message

is simp.lY to :lot:i f'y the user that somewhere .o'i thin the progr81!l division

by zero has take" place. This error can be the result of eith<>r an

input er!"or or a pr')gram error. The error mcssage informs, the user of

the exact ti~e in whi~h this divisjon by zero occurred. The USCI' must

determine where in the ~ro~ram the division by zero occurred and whether

or not it rendereci th'~ sim,uation l.!selcss. It is suggested that the user

.....
I\)
I oht.a"in H"'",istance frl';'''I! T'r'.;~!'!lJ!1!'1er when correcting such an e""ror.
VI

S!~Ular!n~ oF"OQ()O" Tvp, J ••••••••• ~~~~~' •• ~~oo ••• ~.ooo •• o~ooo.~o ••• * •••••••••••• *o.~~* •• *o ••• ~.* ••••••••••
ErpON~~T OVfPF"l"~. TI~:F '" .0(1

The purpose of this error message

is simply to notify the user that somewhere wi thin the program. an ex-

ponent has exceeded the maximum value allowed for the type of computer

being used. The error message informs the user of the exact time in

""hich this exponent overflow occurred. The user must determine where

.in tll;:; p.:-ot;r= t~e .:xponent cwerf'lo"" occurred and ""hether or not it

lendered the simulation useles~. It is suggested that the user obtain

assistance from a programmer ""hen correcting such an error •

,~'.""'"
..
 SiMULATr~' .E~~~~. TYPE 4 ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
. 'E r,"4'; • T~A 1 "5 4'"E 1" THF ABOVE SEr.MENT •
• :," "T"~I" I~L. 61' TE"Pf'.liARILY CO'ISIDc,RED TO AE OlJTSWE THE Tl'I\j"lEL SY!';TEM,

This error occurs when more than 6 trains are in one particular seg-

ment at any given time. The six trains do not have to be totally

within the segment - if any portion of the front or rear of t.he train

is within the segment, the train is considered to be within the segment.

This error message informs the user as to which segment attempted to

have more than six trains and at what time this error occurred. Every

train that attempts to enter this segment beyond the first six trains
I-'
I'\J
I is temp8rarily considered to be running on tracks outside of the tunnel
0\

system. As soon as a train leaves the tllilnel segment, a train thdt has

been tenporarilY considered outside the tunnel system is returned to

the ttillnel secme~t. It is important to note that trains that are temp-

orarily placed outside of tne tunnel system operate "alongside" the

twmel in the same manner as they would if they had remained wi thin the

tunnel system.

Thjs error can be corrected by dividinG the sc:cment into 1:15 many

different sCjlIcnts as is neccscw.ry to prevent this error from re-occurring.

 As 3. general rule, there is a much smaller probability of seven or

more trains entering a short seQllent than there is for a long segment.

The headways between trains can also be modified so that more than

six t.rains will never enter any of the segments at any ()ne time.

SIMUlGTI~~ G~P00Q. TvP~ S •••••••• ~oo~.o.o~ooooo~~o~~oo~~ •••• * ••• o.* •••••••••••••• O* •••••• ~ •••••••••••••••
T~F~~O"y~4~T~ V~lrrTTy-TI~E ~TAtILTTY C?IT[pra HA~ PEF~ EXC~ErE".

This er r 01· is due to an incompatibility between the air velocity

within a subsegment, tte length of the subsegment, and the "number

~
I\:)
I
.....;j of' cycles per thermodynamic cycle" data entered by the user in Input

Form 12. The thermodynamic velocity - tilae stability criteria is

exceeded when the air within a sub segment travels a distance greater

than the length of the subsegrr.ent during one thermod)~amic cycle.

These stability criteria can be exceeded by both the bulk and ~he

annular airflows. The "bulk" a~~ T flow rate is the total rate of volu-

metric flow through a segment over a given length of time. The

"annu..l;:JX" air flm. rate is the rate of flow i.n the region between

the side!; of a train and the walls of the tunnel segment through \"hich

the train is passing. "'hen this error is ca'J.sed by the bulk c.irflow

with~n a subsegment, the program prints three sets of numbers in addi-

tion to the error message. These tl1re~ sets of nwnbers are as follows:

["II
 1. Line segment iden~ification number (section - segment).

2. Air Velo~ity in the "uhs~Vlient (ft/s'ec) x the therrno-

dynanic time cycle (~cc) Distance the air traveled

durine one thcrr.':Odyrw':!lic cycle (ft).

~. !·!aximum d i stnncC' the nil' WQ-elld be 'lbJ e to travel

bE'fore exceedinG th(, '1(' l()ci ty - time stability criteria (f~ ).

From these three sets of numbers, the user can correct the situation.

He can increase the length of the subsegrnp.nt anJ/or decrease the time
I-' increment between thermodynamic cycles. If the corrections are done
I\l
I
ex>
properly, the pro(luct of the air veloc i ~y in the subsegment and the

thermodynamic time cycle should be less than the length of the subsegment.

When this error is caused by the annular airflow within a sub-

segment, the progr~ prints three sets of nlmbers in addition to the

error message. These three sets of numbers are as follows:

1. Line segment identification number (section - segment).

2. Airflow rate in the sUDsee;ment (CFS) x the thermo-

dynamic time cycle (sec) the volume of air that

passed through the subsegment during cne thermody-

namic cycle (ft 3 ).

 3. The net volume of the s'lbsegment (ft 3 ). This volume

is the volume of the subsegment mir"ls the vol=.e of

the train occupying the subsegment.

fron these three sets of n'wbers, the user can correct the situation.

He can increase the length of the subsegment (thereby increasing its

volume) <,.nd/or decrease the time incre;nent betwee.l themodynamie cycles.

If the corrections are done properly, the product of the airflow rate in

the subsegment and the thcnnodynamic time cycle should be less than the

... net volume of the subsegment .

~
\Q

SIVUlArIG~ .~oono. TYp~ ~ ••••••••• oo ••• o~.o.o.~*~.*~.*.~~ •••••• * ••• • •• *.* •• *•• ~ •• * ••••••••••••••• 0 0 . 0 • • • •
T~~ ~a' r~ T~~ .erVF YE~TIL~TIC~ ~~AFT ~AS EXCFFnFn EITHfP IT~ ijPPEP nq LO~Fq FLO~ LI~rT.

This error is due to a fan attel~ptj nr, to exceed ei trior its maJr.lmwa or

its oininum volume flow rate. The user supplies the program with the

maximu:n and minioUll1 volume flow rate:; for each fan type. In addition,

the user chooses whether or not he wishes the simulation to continue

after a fan encounters a stopping/windmillL'g condition through use of

the fan stopping/windmilling opLon in the Gen"ral Data portion of the

input data. If the user chose :an stopping/win~ni11ing option 1, the

 program will first print the error message identifying the fan causing

the error and then terminate the simulation. If the user chose fan

stopping/1."ind.'llilling option 2, the progr= will first. print thi s error

message identifying the fan causing the error and then turn-off this

fan without terminating the simulation.

The user nay correct this error by one or a combination of the

followivb methods:

1. Change the fan curve in a manner that would

eliminate excessive positive or negative volume

j...o
0\)
flow rates.
I
f-'
o 2. Increase the fan operatjng upper flow limit and/or

decrease the fan operating lower flow limit.

3. Decrease the time increr:;ent between aerodynamic

cycles.

4. If the fan is exceedi.nc its flow limits at the

beginning of the sir.lUlation, the fan start-up

time shollld be inc::,eascd.

5. If the full. i:.; excceuint; its>;.; limi1.f: at the

bec:in:linl~ of the ;~iI;l:;.lntio~-J, j ::-: :'ial ~il~f'LO~lS can

be usc-j to r(:l1 nee t.~c ~.u(jdcn ir.~:)-:ct o:~ the fan

upun the system airflow. 'c'hC8C initial flows do

not have to be v,:!'J :iCCUr~tt..e - the purpose of

 putting in initial flows is simply to reduce

the initial impact of the fan when it starts-

up in a system with absolutely still air.

S!~UL~TIO~ .!~Q"O. TyoE 7 • • • • • • • • O • • &~~O.6*~404~~.G~O~~OO • • O*.OO • • • • • • • OO.** • • • • • • • • • • • • • • • • • • • **.o~ •••••

T~f Cf1r F rY("!C"I\T "aTOry Fer< T"F <:;ET f1F a""f1nv~J"nr: FG'J~TH)f:S IS pOT P()<:ITTIIO: !1FFI','ITF.
TI.I!C: TC:: CA;f,;<-:CC ~v

I • • ~ .. ''''r'l TOal~ rpO~s ~ErT'~~ A"f4 nv~gL~DDI~~ T~E TU~'~l CPOSS SECTION l"EA(PlOCKAEE
oaTln r·::;:r~T~Q lH ..... ~1 Clooi ~r:'JAL TI) Of'.'f) 0t:'
? T~E Tluf I~IF~~~l USEn Eno lYE IhIFGOATIn~ nF THr aEpnnYNA~rC EmlAIIONS IS TOO lAR~E.

T"l~ <;r""1 'T!r" I" TF"'''T'''~Hn ~;::C~,,~ .. IUE N"""~" I1F AllO\lA"lE ST .... lJLATTO~ E'P"O"S
~:) a"! "C't:t"rn'Jrol\~t j:' F::::::-"10 ~~~ DE,:"'\( r.:-":C();rr-JTEu~r)

,....
r-v
r This simlilati0n error is an irrecov~rable simulation error. Two
.....
.....
distinct independent conditions can cause this error type. The

first of these two conditions is whe'n a train whos,.· c"oss-sectional

'l!'"ea is greater than the cross-sectional area of the tunnel enters

the system. The second condition is w~en the methods used to

solve the aerodynxnic flow equations go awry and breakdown. This

brcakdoW!l of the lllethods of solution is due to the user entering an

aerodynx;,ic tir.<e cycle that is too long for the conditions that exist

in the s~·st€r., beinG si!llulateu. The :'ormer cQ.n be corrected by checking

::" 'nput lti.ta for both the line segments and the train descriptions.
 T:.e cro35-~,ectiClLal area of a t.rai n ('an never be greater than the

crOSS-SE'ctiO:1Sl ar.ea of .,,!,::~ tt:.:mel in which:' t is travelint;. The latter

can be corr~::::ted by dcc-l"e:lsi:-15 1;ne ti~e j,~crement between aerodynamic

::::y~les by ,.. !:·~tc'{"r U;'.Oll."lt is ne,~,":;::;o..ry to correct the error. This

Zletl--toC. c!' c xrcctL:: cr.-I! itl ~;('ncral 0:11;) be per:o::med by an iterative

tr.i.~': aaJ err,)!, J.rc~c::;::.

Sr~l'lArl"'l'.t 'rp~(")~o r .....,.: ~ ••••••••••• ~ .......... ,.,. ....... "'§*eo .. o •• o~ .... o .. o~§.oo. •• o •••••• § . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T>-"" ',''''"0-,, ""- fTf"IITrn'!~ q-::~tlll;,,1') 1""=1 T"E YFAT «;H:I<: I\'J~LY<;T" TO Cr)'lVF"~GIO FOo TIo'r: 70'll!: ~"'LOil/ "'I\~ E)(CEErJEn ;:00.
r ... .,. ... c-~y <:1"" ~')tl To::I«; lO~·O T>-!O 7"',,;: ~EL""'~ "onVT~f<; T .... =- pF",)! T" ~'" TI-'''' "1<;T lTf>.o6TlC'l.
r"'" ~ .. ,_" T'-~ .,J.:-~T C::;T·.""~ ."!··le,_vO::;T~ Tr"' oO('~E:.JLv rr.··.'j~~r:F. :':. . "'!I..~ ~(]1.'_~··7"·~(;:
,....... :.lC"" __'t;· :_~ c;",(,r.:""'o·'· . . ".. f': ;:"!-'''-5;''"1 ""'-1;:' Tr-,l1'tl\L !,:.:"'1. 1;.-·:D~··.Jr.Ti.J=f'S T'·J T>.Jf, l"'!F' Qrlfi',J TC' Tl-IF "'f.Ll
~..l 7C""'':''-'.T'::'C' .:.1,' ::', P"I'JTr"r. T', T"'IS ;>1<;T ITFPf.TTO' GF T~::: "'f':AT <;T"K A'.IILYSIS.
i-'
I\l

",,*,,,,
 13 •. · SAMPLE-PROBLEMS

The SES program is very flexible and can accommodate many different

types of subway systems End train performance. These sample problems

are given to illustrate the use of the major program options available

to the user. Each of the five sample problems uses the exact same subway
geometry and train type. This is due to the fact the various program

options can be illustrated in a very effective manner by using one basic

system as a base system. and then showing the changes that must be made

to this base system when applying the various program options.

The program options used in each sample problem are given below:

Sample Sample Sample Sample Sample

SES Program Problem Froblem Problem Problem ProblelI'
Option No. 1 No. 2 No. 3 No.4 No. :2
1. Train Perf0rmance
Option 0

2. ~ain Performance X X X
Option 1
,
3. Train Performance X
Option 2

4. Train Performance X
Option 3

5. Temp/Humitii ty
Option 0

6. Temp/Humidity X X X X X
Option 1 or 2

7. Humidi ty Displai X X X X X
Option 1. 2 or 3

8. Environmental Control X X X
Load Evaluation
ortion 0

9. Environmental ;.'ontrol X
Load Eva.Luation
Opti"n 1
10. Environmental Control X
Load Evaluation
Optio':l 2

."~~

~- .. --.
 These five sample problems cover almost all of the program options

available.
The bas~ system consists of a simple one station subway with

adjoining tunn.. ls at both ends of the station. The station has a me:z.za-

nine with two .. tairw8¥s connecting the platform and the mezzanine, and

one stairw~ connecting the ~ezzanine with the street. The adjoining

tunnels at the west end of the station (see Fieure l3.l) are single-track

tunnels with one-way traffic. 1~e tunnel adjoining the east end of the

station is a double-track tunn~l with two-way traffic. Each of the two

I

single-trcck tunnels has a ventilating shaft half-war between the west

end of the station and the portals at the ~:est end of the system. The
ventilation shaft on the incoming single-track tunnel (route I) forms

a "T"-juncticn with the tunnel, and the ventilation shaft on the outgoing

single-track tunnel (route 2) forms an "angled" Junction with the tunnel.

There is a ventilation SHaft ,lith an exhaust fan 500 feet beyond the east

end of the station in the doub1e-trac!~ tunnel. This fan shaft forms a "T"-

junction with the double-track tunnel.

There are five track sections of ":arious grades and speed restrictions.

These track sections are shown in Figure 13.1.

A "dummy!! node has been placed st the east end of the station (node 9)

to allow for a future addition of a stairway at that end of the etation.

The Program user is cautioned that the sample input verification and

output data for Sample Problems 1-4 do not reflect the latest program

modifications and improvements. Nevertheless, these sam~le problems

continue to serve as valuable instructional aids in their present form.

Sample Problem No.5, however, has been up-dated.

13-2
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............... ,~"...'"."

52
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L_ , ....:."..j....' i
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Fig. 13.2. 'Sample
~_--'---l.~
P~oblem #1 - Schema~ic Di.gr~
. _ .• _._._
.' ---+ ~- -
i
 13.1 Obtaining the Input. Dl)ta

The methods used to obtain m()st of t.he input dat.a f·::·r the base

system are given below. The l'alculatior,s for t.he tunn(~l veloC'i t.y hel'ld

loss coefficients due to changes in the -tunnel area are r;hown in Figure

13·3· It was assumed that all the losses are either square edge abrupt

contraction or square edge abrupt expansion losses.

The calculations for the velocity head loss coeffi~ient between the

statiot} platform area and the mezzan:ine are shown in Figure 13.4. It is

assumed that the mezzanine area &ld platform area are both plenums. The

loss coefficient between the plat.form and mezzanjne is then simpJy a

square-edge orifice loss between two plenums. ThE' user must estimate t.he

free area of :::. stai rwu;)' opr:ninc; bas~c. un the aY~rr_i':e number of ratron:;

occupying the sta] rway at any gjven time and th,> 8I~O-,.mt of the total

free area these patrons ohstruct.

Figures LL 5 tl;rough 13.7 provide sketches d' the vent shafts in the

system. The head loss coefficients are (;alculated for both i_nflow and

outflow in each segment of each vent shaft. 'Phe loss coefficients for

inflow in a vent shaft segment are often different from the loss

coefficients for outflow in th( same segment. This difference in los&

coefficients for in:'lo"'- and 0ut.-:0W is sh~wn in Figure l3. 6 a:' the

boundary bf"t~r('en !H"emC'lt 1 'lnd s:"c;ment 2.

The exhaust fan shaf't lo::atf"d in the double-track tunnel at the east

fan ru:!s conti:1uGu.sly in Lhe O.lL fJ 'h) directi0n for the eni:.:l.re simulation (Fan

Stopp~nC:':\·IH~:tr.:lll:n~ (Jpt,icn 1. n :" 'T'h"r"'i'o;'?, ~~!'t<,.ir. l('::~ cocff~_cient.s for

the inflow di.rC'ct.ion we.re set equc.l to the loss ('o~ff'lCie!lts fl)!' +he Qutflcw

direction to avoId W1ne(~essa.ry c"IICIlLatjons (11 ~oorl apprC'xi~tltion).

13-5
 I,Ll (~l (.(~A7,C/I> b",;£~ (IN 1'1>11;:';1£
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Fig. 13.3.Sample Problem #1

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r '~1,. , . ' 1 I~ , l- ~
-l I. (.' i t. + .. ~ r '! . . _L
: -i--- -
r"" '[~ 1 lrJ .,-', I ~J AU"'. -- t __ I- 1 l ...1_, J,
t- .~ ! I
I
i
!.
r 1l I '
! '., : : - , ' It> -=
r,' , ,,) 11 ,';'fl '~ , ,1£ If~
f i ' -l' '-" + t --_J-1
J _. 1 ~~-
L f· i -:
_.L
i
j --:----1·
, ,"'..: / '.
-:. , t .,; 'II! 11'~ A .. I~; I . ~ r, ~ I I , ... ./'s ~w~I__ jf"'L!Y,:'/1'iS._
. ! , .
.., , (1,..:>1 ~ I f''/ 'f ;I/I/(( (SrAIRw/iy' ~/'t"IN&-) IN 6'r7k l E FA! ..
!
+---
I
:
L, .
+--, •

'''CI., ASHfl~£ £tiUlf'IiIOIT (-u rz,E AND J)Af'~ £;00 K.: ~ -"x,iil!, fi 1'1 Or..1f l( c I~JTf.A,k£: J.~:>5.
, , '
7 Ncr::: 4.':; dl"rj 4. II )
'H /1 L
"(J ~ A.'f -:: ~'.~J3 t-
Z
AI.<. :- 4::'0 R /J .-._-
i
Cz =,4J~D,l

Fig. 13.4 Sample Problem #1 - Head Loss Between Plat~orm Area and Mezzanine throug~ Stairw~y
 _ Ntllf) /I" _:L vrfF/~/fI'Jr~ AI'fr. ~~AIIt/E/).,r"f>IIIII
- .-~5HRAE, f~(/If'Mmr (;-Ult>E ~Nr;, ];of~.t/ 4001(,.
, (TIl13U:5, 4,;' C7,'1 4- 9) "i
: .Ao- LL-r--- - - . :-- 1--_.-;
' -..... '6R,jTII'\~ ! !
". ,3 ~:
!._. • _ _ .1. __ •I ___, ____ J__ __ __ jI
: , " I r. i Z ,
!F'fl~t:: _a!ff_'~.i5~ Ifi '
I, I
~ Ih eopft 2- - -~-- t-
~f' ,I
I c;WMr1!T 3) --,
~~o ' .:..J
~ - -+-- .--
!~l: -·~t-- i
_1_ -_. - __1_ - - -1
/' 'f,l/ . ~ ~)
.~ -, ~t. ~~ -+- - - t j - --,
'-<- J ,. .[to.
j\- I- : _l __ !
-<E'-'-- i-~
r' (~. ( • f '. r 'f t!1 z) I
-+I
/. ,,-.;
-+I
, I
I f
~
W
. - 'I I.:!-,- r.1. . :- ~-

: I 12
I 'v •
co . .
A I1:" ~ '--: -'
t '.r;~rtir I)
.• i:!
~) ~ E'iMI ~T l":~ftp'~I( --4 _ l ; _ [ 1 --t-- _l
I ,! J
~ii ri;.~.·'
: : i l l : 1 1
- i -I 1 ;- - -i i . t - T j-
.;.:,
~ J: °1 <)
--~ --+-- i-- -
i
I----+-~-"---+-__r__+I--+--+--,~,
-- t' -;. - - , '[ ! --f---
; , I
( _ r.l(~./'Nrl... - -" \ + - "' ---
)1=225 Ft_-21L :
•
;! ' -t- ._.
(_._1+

-r l. ,_ --j _ i~ --~---t--
>rS~/1Iff '# I. '7(; D M I TE.,- tl/;rN) !Sf( r.tlNiSuulR 5ECTlON C" /' ¥t' i
)f4r1Eiyr.~1. to' MirEI(' T/,/RAI, I)FCl/iAlfrHU/f\ Sunel)! ~ C "'/ st" i L _ l--
.z. -I : I ! •
"j£6MfNT tI- 3. GRI1rL FN.! A~t.1 "'- 150
fi ; 7im'IL_ l'r.evu'-e /05.$ :thl'"Okjh :J'r'ftl.nj_ "";O_1_QZ_:1~~ ("1l1. ~4.
lP /000 rP/J1 #'. It' t;"tM}" drQ-/lnJ ... O. 4;'fir Po~1, il'Jf/OAJ",,,J;I otdf/pw:
£)(1 r L. 03.5 c:: /. 0.0
~/I(TR(lN(E lOSs. = c·34

Fir· 13.5 Sample Problem #1 _ Vent Shaft Head Loss Calculations For Vent At 1600 Ft - Route 1

., '~~"
 I
- -1-·
,
J _
I
.J

.~.lL..: IUt ... _.1 o.[.c J(t:OJW_"';T~~A'il.,._l(&t~/~E~

f~'''~_ 7h ~/JSIfi',",fL ~ CA'Uljf''''.fN ( ciln4'~_J
/~NP;. ;PA~A. t:'God. i(r~{E!4.$ Q¥4~~ j
! 'I ' I
I I I
1\ ~ [ I; 5L .'"~ 2. i
' .! I I
·.1/ 'S ~'f1" r.: / r: [ r ,l
. r t- -~ i ~1
:,.. ~
,
i
~- -j- :.----!
,
"
I
t < -
",- , t __ l __ !
I

;-~:I: ~l "I:f - {
°0_ , '

!
- t-_·,
f. , '
~~. .i;..( ~,..,f1~:..." ., _':;"'h""1t 11_= ~_olt,
t '
I-'
W
I 1 I
\() .... I + 1-
I ..
40
20' -L_ . --+-_. t --1
I
- l' .,. .. _j

..l- +----~

I
I - ~--jI
, ,.
,-----.....
5£6/1£;"i1' "Ii:-,; ABRuPT ;oNt-RIlCTION :
(For-/.jJI'orp E"'~FPo5'Jr'~£ f~OoJj.
--1-I .
-'SfE.f.""~W1" #2. a. • (SA<: I<t-./ARD PJb) 1-h=6.11T1V£ n"..p) • + L
AkrLlf'C £;(PAIII..<wv :
" ' AI,4~ ~.O.375. -'iI=.~
b. {OSS. 'n/~ou""tf 6ffl1,,1'1&'-
lor"" I'R£:suli£ t.~SS -mHOU6H 6,r;:,ATlN& ,;. 0.0215 /i1. w., .: I
@ ~ (JOt> ,,"At ;( TN/MU6H (}/(II1? N6- = (), '14 ,pit B07H j}1/?£C7n)/l/5
rXIT L05S /. ~o rNr/1ANCE Loss = ~, 34
Fi~. 13.6 Samnle P1'oblem Nl - Vent Shaft Head Toss Calculations For Vent. At InOn Ft - Rout.e :::>.
 i
-i--i - - <- --.-.- --1"--
I 1 I

~-~-+--
--+----4
I

+--- -: - ---,- - -.. . ---~-.--- ....

k~ 'Z5~ ,1 z
r:: H'f1

( (
I
~ ..---'--------~---~----~-----~--------)
-I
.J:trf' " f!"~J!$'- TtifJ f'lN.. ;IIIIIT
OPf1'(lfE$ r(J~n",ur)IJ~L.r IN 711£

.t.x.HlJl{sr {I'O~/TIJlE,.)Dlfl&'CTlON,
. A ~ A F, II, r; f : r (.1 f I I 'T . i HE LO~S <oF': r 1(/£ NTS F of{

"11 .Iff ",.( i':( _;{. --·'f.fJ\f~lr. THE, llYn{)W (N£6A7'{Vt'-)

Af' : Ar({1 (f: I A.~J 1 N,1 ..... :E. D/"e~Tll)tJ~I'lE NNE f\ {.jlllli'l>
/wP .MAY IHEPofF-oF-J: t:J£ SET f"4'IIAl

10 TIf£ C~Ffl(/~Nr~ (At(wtl4r"p

FoR. Poslnllf I'£ow TO Al/rHD

[) "'IV f.C E::;SA,q r CAu IU FITlOtiS.

¥ig. 13.7 S~ple Problem Cl - Sketch of Tunnel Exhaust Fan Shaft

500 Ft East of the Station.

13-10
 l -- ~.- '1

·4 ,.'

.f,'...,·,_"
...·...A.,''',
"~ .t, '''.
Ii.' D, " "
'~' ;,
., 1
I, ' : , ' '
~_'~_. 't,:,!"--:
' ; ' ':' _ j!.!..r..
• --l'\ Jj /(t I

(:""1
, ~"rll~")'
.·r,. ,",.', 1.1. " '. t r , :(1'
<-()(J, I r , j'IS
, " 1 "" 'I'.
'l:· .. /- :1.' j (' i ~

----..J-. (;<'0.1'.25,

1.
,.'. , A 1 ,:: .7 ' -1- "~I
, A2J -:: ,I, .,

( : S~, 1
, \7lc]
I ::-':- =

rz~::~/e81'
L~!;E""!I":TI .
'. u

:)[6MIOr z•

r: "H yi A f- 1.. I N U
(r ,-- ~ ,~ f ~Ii [;, " i ....· .A'" ":. )

11'(J/ N' (I 0/11

O. / 5 ::: .1 p = K 0, /4r1' =: IO'cY15 \(1.l4.P'l.Q d \.2.~."",,=(1<.:.<..)..,,-----: I( :. /." 75

I'<~ ~l / /0(.> I{ 1..0 j 32.ZXS,7Dlxl

b. TiAfi'N;N~ us:; Tllp,/.. W~H 'fIl'r"/IN6- Vf!NE":;

1",~.';I[>rl< Tfjlc /1 "'H I- J.lf,f/ ;: 11-' IWt,NII, '5 V/i/.r,:;.

... C %. 0, 22 '5

11 Lr ': i t ~I ' ",' ,r, fJ

f ., "',.,
O. ~DJ

I~SH~f'rlT Z = 2.06]

Sample Problem #1 - Calculation of Loss Coefficients in Exhaust Fan

Shaft 500 Ft East of the Station.

13-11
 J --~~---~-
:A r L~'(,~" 1flL
/'" r; }--., ~
~. ~- _1 ._J'---=:'~ .. _~ - ~-- .---

. _..... _. _J.. ____ ~

~ _. ;--

_1? 7AL
J f;,-';;;~,t(£ leSs T!I;(C{!~H ,5P,,;lTl,IV6 :::: [), D Z75 I!?(fl£,:; f/z a
~@ 0 coo FpJ.{
.
• f L,~r,S (crfnr.LE@ ;;:;: 0,.;1/ FCI" &7H II/net.) AI',b
(;'wrrl.ul<,)

!-!(IT LOSS = I, ()()

,-----------------------.
I ' 2:~EM'~-lIr" o~r = 1,4/- J
_.------ ../ / -

/' ,4

I,n I .' t
---!Io 1 4 -

,-
i
\'
----------------------------~
Sample P~oblem #1 - Caleulati~n of LOS3 Coefficients in Exhaust Fan
'Shaft '5C') F€ East 'of'the Station.

13-12
This procedure is only valid if thc fun Stoppinr;/',·;inc:.riJ.1iIlC Opt~on

is 1. O. If the Fan Stopping/HindmillinG. Option i" 2. U, t.JlC fa;] may

possibly shut off and the simulation contirJ1le. ,:hcn 1'. fun Eh~!tr; off

wi thin Il vent shaft, both inflow and outflow wi] 1 fC'l:cr,.lly c~eur

within the shuft us the fan is rIo lonEer forcill!: ttil" to .1'lo-.T ill one

direction. 'l'herefore, the loss eoeffieiE'nts for beth inflm: [.nd. outflow

Option is 2.0.

curve. These four points e.re sp.J.~C'(l fajr=,~' eve;]:]::, ,\-tit:. '.)nc 0:' ttl!

shaft. The low'.:r 1'1 NT linti t W2E set Ilt 0 !w it; is intul,.1.(:l ~c", th'
I.

fan tJ always 0PCl'iJ.t~: in the ou"flow (ex1lUw::t) direction.' ~'t.e si.r'."-

lation ~rill ter::Iinatc if the fan volu!!w flo-I" rate att.e~:l'1;:: to f,,1.]

belm, ;;ero en.:.

The aerodynm:ie type of each node i E ar; follows:

Jiodv No.

3 3 - ,junction

5 5 - "y" junc~i)11

13-l3
 I
~l ~

~ ,, ~ , .

.1

,
_l ~ ___ ... ___ -.+ __

1- - •. - - -t---

b.lt
"

~
~

..., -$~
-~
~

z 4
t l
.,
~' ~
"....
-

loL
.. f·· fJ
~

...c.::.
~

h.

r
----~----~----~----_T------~~--~----~~--~-----.----_.-------.~----~
",
., ;C
, I') ('( C

'Pi~. n.R Sample Problem #1 - Fan Performance Curve For 't'he Tunnel
Exha.ust Fa.n

13-14
Node No.

7 3 - "T" junction

8 7 - zero static pressure change junction

9 7 - zero static :pressure change junction
10 3 - "T" junction

11 o- straight-through junction or portal

50 o- straight-through junction or portal

51 o- straight-through junction or portal

52 o- strnight-throueh junct.ion or portal

53 o- st.raight-through ju.'1ction or portal

T!1e juncti.on at node )1 (see Figure 13.2) is a 11) :I",',l',-,,,, :dli;:vl

junction. The SES pror,r!un only allows the user to (>llter an ,engle

of either 10, 20, or 30 degrees for junction angles. Tllercfore, "7hen

the junction angle is greater tl'''',n 30 degrees, the user rr.us·c choose

whether to enter the junct::'on se a 30 degree anglcu junct::'(!D or as

a. 90 degree "T" junction. In this case, the '.5 degree anbl:.:-d junction

at node 4 more closely resembles a 30 degree angled junction than

II 90 degree "'I''' junction, and was therefore entered as a 30 degree

a"elp.d jUliction. TI.e aerodynFll:.i.c neac tYI'es et. the l'em!linhl~ Junctions

are basically self-evident and need no further explunution.

rc:;;i:;;to.nec curve dc.tl:. U~;C(,~ in tt~ ":.r::.in ~eri'ol'l:lo.ncc oubproGl·~un. 'l'hcse

a !:pecific manner. Thl~ tracti.,,; cff~rt ~m! cu:'rent data !:lust be

13-15
 -I
,
-t -- -t-

-~-- ----

!
iU)f> ,.

-t-~- 1------.. ----.-+ 1--- -~----->---.-~-.--i

. , :
'; ! I , !
-\f" - -: -_... -_.- -:--~-~---i _ ~l_
~ - -----l-----+------------+--+----~' --~~-..:
I

.l?; ,- . 3(J& j---.--i--~.ffl'---'---.;.--itl 1 ,

• • - - - - -+ ----t-~.1- 0- .,
1

c). i
-__ 4._._l ___ ~ _._-.
't:
~ ., . i!ff;J-
~!
."-'

1- .

.-- :O.--I---":-~------I _ _ _....o..-...,...___---,_.......__-t-_ _ _--..,.

l-' . {O 100
. Tr'A N ~-[-:£.~-,
.. - L_.--.-_L. 't;. 'A,0 'H.
._I".L - .j
r.
I I I • I
1 , . I
;.. ___ .1 __ ~ __ + __ __ ......
~--.--<~---'-.-. --.---t-~
, • 1

i'-- - ' -.. -~.-

,
. .... - - - - ----_ .• -
1
,.
L

\ij: I. L
~ ,
",
!t-
.'-'"
'...-,
,
a., e,
\, ") ,
\u.,. --I . ,-
r-C: ~
·L (-"4 -,
..."...... \.':)
L .'_ .. __ _t .
c<.'
.~ ~
I.(
--I .. .. ZOo ~.D _kQ_, ____ ~ ..•. lIL,
lR~JN 5rn; p, tl.I.,f;JI.

Fig. 13.9 Sample Problem #1 - Train Propulsion Motor Pert'(.L'lIl8nCe Curves

13-16
there is e constant interTl'l,', resist.ance that is ac.ded to the external

resistance of the motors ~n the progr~ calculations. This internal

resistance is the third re .. istance entered on Form 9G. This internal

resistance is not included in the external resistance curve, but must

be taken into account when calculating the truin heat rejection in

kilo.. atts/train when usi ng Train Performance OptiOf. 3 (sec Sample

Problem No.3).

Figure 13.2 provides a schematic dlae;ram of the base system. 'The

schematic diagram is an extremely helpful aid when entering the

system geometry ir'. the input data. 'rhe vent shaft identification

numbers have been arbitrcrily set equal to the vellt shaft section

id.entification n1.lrlbers plus 100.

The steady-state heat source calculatiolls are civfn for both

the tunnel:.; and the station in Appendix D. 'rhe tunnel lightine is

a constant 7.0 Btu/hr/foct of tunnel. This mmlber is simply a

function of the number and power of the lights within the tunnel~.

Third rail losses are ~lso considered to be stea~'-state heat

sour~es if they ure ave1"63ed OVer tlle entire simulation, but they

exist only in the line scgcent~ where trains are providing 5u~stantial

amounts of power to their propu1sio!l systE.'r.ts. Thi.s is dltC to thE'

fact t..hat trains draw rE'ln'Ll ve~ y j,Hr..J e pOWE-r :'rcm the third rail

when braldng or maintuininG sp"!cd on level tra.cl:·tl::.~'. t'owcr i ..

alwaya being drawn from the third rn.il to prc\·::.:k p o';C 1" fer ...wra~n
'

lighting, air conditicming and auxiliaries t but the thirJ rail los .. v.:;

invol....cci. are Vf!ry r.mall ir. COMr,a.r~ [;(,1'1 t.o thE- 1 ()SsP.~ +hl't ,)cC'nr ..he!'

a. train is accelerating or majnto.ining speed a@:nlnst 0. lar@:c grade.

13-17
2. THIP;') Flili- Lo[;: I:

63((
= 0, 65 (\ Kr. t Zr;.. -+- ~M
z
t
61T,
~

~s" tR
Nt . \I 0

-b
"'r : 11.1 x 10 )( We N nUt

N:: 40 1f'.A.UL "'1 r fio'.K

Vo= !,OOO VOlTS
W~,:: '3S TN.iS
U .. 6C r" :';.
-( ,2 z
I;" I x : D x ~S .j 0 • .: x. f, -':-:1 rS ><. 4-0 {r 'j,' ,S r.""""
( ~''-~_J) (i
___ _

....~ ((, :'-' t" r,- '.,,' Z

Kr ::

.i i
(c, -::){ /. r:, L!!!..L < (.:10) '-' r y (c,ZS'J) R )(
tl (' ~ (' (' n<

5 -:: II 760 {i

13-18
 = 0,65 (3 J Lfl5) 'ZifL.7 +1 ~6 t-7
f) M 1'>1

'l~
~ :: 1.3 of' Ilb
We.
+ (::, I x ID - 4 )

,.. - 4 '/ ~, • '. ~.9b

rr-1 = 1.3 r l!.l. (c '
\,J. J >( iO J ~ ~.'-tD) ::: Ib/{e;r;
'35

F;II rl" We Nn
77B
(5,'1~)(17~'D)(::)(8.)(46) '" (51) Cc7. I
77~\

-= I<E
5iC' I.. , + %" '..I •
.. , -'l('r ;

f' 0\

I - • '10 )
((1.1 >( 8 ,,40 x (~,:(-,/) ( (;,10 ::.

Z ~StfP I

13-19

-
--.~
 ( 1- E )
~r>')
::
(K£ t 1r; ·c 1M +- ~$f\) ~ I'Y} I'Y} I

( 3) 4-b5 ) 84- '2, 1 +- 81 1 355 + /5/1 001· I +- I()fl 83/. I) (

. '/0.'~)
I -
1.-.1 =
= 4ZZ, 551,5 81t-l/ hI'"
tl'7

'6 3 R : 37. / etu./hr/ft Dr TFlACK.

('D.ODO hi.Ll / hr

3, LICrHTiNG

400 r'rOPLL AT 150 BiLt/hr or l~}H Ie H

200 Elf.u/ hr I::: ::'HJ-: 'i: LE HfA"( ) /If! t;.

550 eic.fh r 15 LA1TNT ~1[Ar

13-20
 r

Therefore, the user must determine where in his systel:1 trains ..till

be drawing sUbstantial amounts of power from the third rail to provide

power to the trains' propulsion systems. It is only ill these line

segments that third rail lo~ses are t~ be entered as stpady-statc heat

sources.

It was determined that trains on route I (..,est to east) only draw

substantial amounts of power when they accelerate frcm the stntion

after making their scheduled stop in the station. The trains on

route 1 accelerate to speed outside the tunnel rystem and enter the

systen at speed. Therefore, while the trains 011 route 1 ll'(lprOc.cl'l the

station within the tunnel, the only pr)w>.:r lleirl6 drawn froll! the third

rail is for the purpose oi' overcondne; air drug to maintain sIKed ane'!

to power the train'::; lit;hts, air conditioners and auxiliaric~.

Similarly, it was determined that the trainB on route? (east.

to west) only draw substantinl amounts of power when they acceJ_erate

from the station, as they also enter t.he tunnel systr:r.; a·~ speed and

require relatively little power ..,hile approaching the station within

the tunnel system.

Therefore, each tunnel segment has a steady-state hf'at source

entitled "3rd Rail Loss. Twmel Lishting." This nutr.ber inCludes

the rate of heat release f!'cm both tunnel light.ing Ilnd tr.ird rail

losces--if the C8glr.Cr.t i:; one in ;;hieh no third rr.... il lc,;t·es oc:~t;rt

the steady-state heat source rate is I!qual to the rat'! 01' heet rele,j.se

from tunn..:::' lighting only.

The init ial conditions ..,:a.h ill '"he oWllple system ... ere <let equa.J

tel thll outsille tl.;Ilbien';' cOq('it i(.llL~ ~~ l"Q c:""tb. (m i..he illit.i.!'.l conv.id.ons

within the system were pl·ovldcll. 'fho't'cfore, the inh.ial lIuI surfll'

teJlpel'D.t.urss throughout. the ~mth" syaten. YI!l'e gt:t.erally sat equs.l

13-21
to the outside aJ.biEnt nir dry-bulb temperatur(;:. As explained in

section 5.3 (Initial Conditiol1G), the in~_\;ial wall surface tempe:-

atures for the lir.e segI:lCllts ",i V-.in controlled zones were set equal

to one degree F. less ',;,1' n tIle deGir,n dry-bUlb air temperature for

the controlled zone (only Sample Prol)lem No.4 and No. 5 possess

rontrolled zones). The initial dry-bulb and wet-bulb air temperatures

thr{.lUghout the system were set cq.ual to the outside ambient dry-bulb

and wet-bulb temperaturcg respectively.

The physical data fo~' the train is not included as this informa-

tion is very straight-forward find is !!lost often supplied by the man-

ufactu;~er. The actual tHei.n motor dute entered is slightly different

fro:n the rr.anufact'..lrer's motor C.2tll SUPI1icG.. As a result, the user

may notice that the proGram adjusted the trw···ive eff0rt curve data

supplied in Form 9F b~sed un the adju~tcd vehicle data supplied in

Form 9E. Man,v times the uC1;ual vchicle d&ta will correspond to the

manufo.ctl.:,rer's data and no Hdj\lGtl~ent Vlill be necessary.

Finally, all the input forms necessary to create a complete data

set for these sample probl~ms Rrc provided her~in.

13-22 ---==-:::~
 13.? Interpretation of Data Presented in lln)ui. V(·rj fic:lti on

The input verifics.tion prints a1: the data providecl by the user

as well as some additional information calcuJ.uteu ty the progr'am.

The input verification ;Jl'ints the data in the same o~'dcr in "rhi:::h it

was ·.'ntered. In other words, the input data verification printout

cor:resprmds exactly to the input forms used to enter the uata in the

SES program. The form nwnbers are printed ill the right hand mnrgin

on each page of the input verificat.ion to enable tbt: u;~er to l.mmedio.tcly

identify at all times the exact portion of the illFui. data be.Lng presented.

The form numbers in the l::'eht hand mare;in hell' the U5C!' to cr;tablish

a one to one correspondence between the input fcrr.r; :lnG the input. veri-

ficatlon.

One d(;tuil print is (;i ven at the cOI;Jpletion of the Sr.:S il~put VErifi-

cation. Thi::; detail print provides the initial cor.dltions of the system

at the start of the slrnulf\tion.

 13.3 Sample Problem No. 1

This sample problem u.seG the following SES program options:

1. Train Performance Option 1 - Implicit train performance.

2. Temperature/Humidity Simulation Option 1 - The temperature

and humidity 5n each subsegrnent is computed without taking

into account any evaporation of moisture from the walls in

the system.

3. Humidity Display Option 1 - The humidity in each subscC;I:lent

will be eiven as the hwnidity ratio in poundG of moisture

p~r pound of ajr.

4. Environmental Cor.trol Load Evaluation Option 0 - r;o

estimates of the heating or cooling load ncc£:ssary to lmintain

9. given c.cs ien tcr.;pcrature in nny of the segn:ents ('.re to

be made. In addition. no heat sink ar.alysis is to be perfor:ned.

5. Heat Sink SW!llUary Print Option 0 - ~one of the infol"'l,otion

required to perform a heat sink analysis is to U~ printed

w1th any of the summaries.

6. SuppleL: ,te.r:'f Output Option 0 - A minimum runOU:1t of non-

desig'ler oricnt.eC!, output is to bl? printen.

No 5 imul o.t ion errors and no input errors ar!' 4;(' fJC [>,110.,,'(:(:.

?he en'\,::'rc ",.::t of input fC'l'I:lS a.rt prov::'d.::d r')l thiE> fl'Vu::,CI:'1. ':'lIlt:.

sar:.ple problem incorporG.l,;cs til", 111lsc ..;ystem IlS it "US presented .in

Sf'r.tiolls j,< An'l 13." N" chanf~"" ,,t, ~.1' ",,1'" IN",l\, to t.he b'JfW f'yc.t. ..m, Blloi

thi3 first sample proble::. server as tile baGC: lli:n\llnt1(;n upon ,,'c.ir.h a 11

othel' sample problems "ill 't,~ compn.rrtl.

 t 1!,ya4;.<!::l. 1t1.n~1!1:atl"n H

i~ldslltf!5!£IRI·I:.! i,.,IAIMk !,tld !SIAIM!P!d,.1 IrlaloleklEIMII.ld

tEJ IHINIAldRldglNIDj ,&!doINl,lbl l51rWrldolit I II I II D
f'ls0o!40115!XJ
1\ot.
I J.':!~alc!',r.t! ':'.1'"Jo :10,. 1 ],

1,1 IstTIA Irldo INI [slrl.;l?"l! IFd 1;:2 ,\*1 Islllh16-lt.IEI i810lRlLIlU
~lt.151 IAIAJlpIIDloIIl1811.1,1·I1!R~!cl!<I H~ININIEILII II ("IX!
,",,!Ja!.':)r,fl.l '!"B:. "0. 2

l~TI~hl"QINI /IilAlsl lMl£lzlrlAINld ...lfl H IEklIJi1lwlsiri IrIAIN]

tR,lolc 1,,1 rlE11>1 II INI Itilolwl8lt.!r.FliIKIe.Ic.lKl hlylNINIE.id I I ('IZI

fll!s:'11 lea,·
::>.:11",n ",,,-,nth

rtriIiIimJ [i.112I 111m (tk~ \/il.lol I I"ffXl

13-25
 ,

I 10

1/1.llllllm
1\' '"

111./ I I I I I I I I
21 ':
{,I. I I I I I I I II
II .,

101.1 I I I I II II
"1 ! 0

lRlllllllll
51 t" .

101.1 I II I II i I
u "
Allowabl. S1a&laUoD Irroro
!PITTlll ! I ('I
'1 ••
Allowabl. JDpIlt l:rI'Ort
@TIT] ] ! I I ! ~~

I .!
Ii1tTIQl I I ] I I
2

it ""-

(!lsI. 101 I I I10

11 jJ
['11101 I I III
'i
rLL.,I.]ol I I I
101
rot..~

,,,

iii lei I I II I I ]
!

GI. 101 I I I I I r'l

~1.lolllll
1I
0 'i
....""' ...t ru~.
(II. 101 I I I I I l'f8l
 121.101 I I I I I
11
n., ..

1/1,101 I 111I , I
21 1,'
:::;ter o~ lnv!:-cr.":.ertal Control Zone.
01.1011111 i II
I/I.IDI II " 1II
~1.lollllll (OM

JIOIUC 11 - ~ DATA

ttl1cn F.our W... ther Va.ta.:

I 1"
(De.
t.l:b1er.t Air Dry-Bulb T""'peruW'o p)
11101.101 I I I I [I
Irlol.l ~ 111I 1'1
f
11.1,/.151 I I I I i
21

~a1.l:r ;,'ea~~er Data:

II -0
t':"rn:'T", k&"t1tt!it Air Cir;f-a;llt TfIIJ)el"ature (Dec r)
lelol.lol , I I I I I
" I to ~I

Izl"I.lol 1I I I II
51 f:

Iflol.lolililil
f, I '9
Evonir.c ?r Ort Hour Aabhnt Air lIot-Bulb To.porotW'o (00, p)

AAMI.&l. W.aU••• Data.

18101.1 0 1I I I I I I
'I II"
or ""n~ 'i'aporatl1rO n~t.....tlo..
Acpl..1tu4. (Doc r)
Itlol.lol 1I I I IIXI

13-27
 I 'Q

111510 1.1 I I I I I I
1~.1()111l1l
21
n~?

ID!. iOi I I 1 I 1 II
!J itO
Sf.t.
10!.lolllllll ~
I'.u.l&l:a Train 5p"4 at Which the l/IIIlerplattozoa :!I<hauat
Operat.. (lIPH l

FORI! :U. - SYSTEM Cl:OtmRY

. L1ne 8fH:tlonl
:-:'.!cn StlU"t~n" Fndlnlll: l:umbtr Ir.!t.id
..
:,~;_ ~~~! ,z(.!!on r;e~e r::)de or A1rrlQv
::;,;:"'.ter Z:~ber _ber s._~t. (e",)
,
~15
il 25 II )5

Ill.l~ I I I~I.I I 111II ID<!

'l
DW 111.101 1I ilL 101 I I
! II Jl
I"1 I,I.IDI I I l~t.1 t 1I I I I r!XJ
I' 'I '5

IzI,loI 11 1~.lol I ) 141.101

,
'

liIhlIJ
I .
Ij I· 10 I II)
II 21
151·101 I"I .~11.101 n I~I.I I I I I I 1 !XI r
mm 141·101 I
I] lJ
151.101
n

I I rAmJ I~I·I I I 1 I [Xl

I I
,-
I
rlmrrJ G51.10 1 i'1
I ~
1

11 IS
ZI

1,1·101
n lJ J5
I I I'I.IDI I I
!!I
101·1 I I I I I I rxJ r
1&1.101 n I'!.I~ II m.IDI :rJ VI.lol I'j ~1.1 I I I I I I I IX!
r9n0rD 1,1·101 IIt ~I! IDI IZ]
II

GI.lol Ij '1.1 1 I I I I I I'00

• ':.1. ate • n •. tt •. ttG.

13-28
 Sutton
Ur.:tl ~1~..t1oa
:;y,,":".ter

1/11I.lg I 1~,lol
~
Stu'Un!!
r:ocr.
!h..;J!tt.r
. Line ....tion.

IS 21
Jlhdillj!
1I04e
Ift-.ber

I ] 1~.lol I I 1/1·lg I I
25
-- or
Se,;:r.ent.
1I )5
Inltlal
Airflow
(rF',:)

Id,lol I I I I I Ii IX!
•
1~lzl_lol I lal-iol
11 15 21

I I 121.101 I I [~Um
25
"'
~1_lol I I I I I 11><1
'"

!Won 1~.lol II] ~'

[~I;~I ~i: 'Lill&Jj I~I.I~ I I I I I ["IX!
,
11
Il~I.lol 1
II
1/101.101 : ~~
[/:/1.101 zi: I~I.I~ 1 I I II r~
, I '5

1ft-e. etc.
i '

etc.
'5

etc. .te.

PUtM 21 - 6TSTFJI n_ _ T

VontllaUOIl IlIart SeCtions

E'e-::t1cn St&!"tinp', F.nJ1np: Ir.!tS.1
r:od. Rode
It J:wnt,er .. ., I HurI~t' 2
d Airflow
(rP.o:) ,-
131.101 I I LJ [slol.lol I I J 1.101 I I 1.1 I I 'Dl<J
! ,
~
'141,101110 [1.101 III I 11
I~III.IO/ I 1'f ~I()I II 1I I nXl
I , 11 17 31 .. ~

Itlol.lol 1I I I~.II)I I 1I I (;\21.101 oj 101.101 1I I I i.JN

G!4-l.lol 11'1 1:)lpl.lollll~! [libl.IDI 1 [J
'1
1~1.lolllll irn

== etc. .~.

13-29
etc I
 10l1li 3A - LIII! SmU:Jn. WI.

1 t9
UI.lollllllll
11 fO
1 •• '!\lor..l

2 •• St&t1oli
1/1.101 I II I II

II 2'\

131Qlol. 1 1 I 1 1 I !Xl

JI'ORII 311 - tIn SEOMl'lIT DIo.l'A

::ieg;..tr.t
PI.1ute.1 (rt) 14J4I,lzl I II II'~
r2141.151 I I " 0
:0

21 10 1I _0 III ~)

11111111111 11111 II I III I I I I I I I I [ II

61 70 71 P:
('
'I I I I ! I I I I60I I I I I I I II I II UIIIIIIIID<J
Ro-.et.n ... Length. (rt)
21 30
~lli1iliI~ I I I !'1
31 100
mo~ lolSl I I
lot !
n
~ ~

III1 III 1111 [lIIIIIITO Urnlllill

.'
1111111111
,
"
!l

11111 IIIIII
"0 '1

11l1I1111I!XI
,a

13-30
 10lUI JC • LIlli SJ:lJlElft' IlAfA

II
1
l<
PoilU... nov
l 1,atlve Flov
At Forv.,.<! L!:!t lol.liMlll I I I lj 101.101 I I I 11 f"I
A' Bac_ Llalt
21 'j
161. 151 I I I 1I II '1 It:
Ill, 10 I 11/ 1II
"'1 S~

~1-111I11111
51 "
111.1 I I I I I I I]
j' 70
!I-I I I I I I I I !gj

FORM JI) • LI1I7. SF.CMJIlIT DATA

1/1.1 I I I I I I !'i
II
llI1WJ
JIfJ
1 •• Mlac. Rut Sour•• 21 'e
2. • Xaau", .... C0011", Sour.e
1/1.1 111111 II
S.aalbl. Heat !lat. (If;'''l!r) '~ .. ,
Dolo/.ID/ I / / / I
. . 50

fbi. I I I I I I I I I
~~
IbaUrt.aUOII

13-31
 1/1.11111 ern
1,1.1 111111
%J
D
f,

li/ol.1 I I I I I II
)1
In1t!~ Drl'-Bul~ A1r or"pvat..... (!lee p)
it"

191,1.111111 II
In1t1~ lIet-Bul\> I.1.r :raperat"". (lle. p) tt J ~Q

18101.1 I I 1I I I !Xl

I~.z:.Ut1eat1oft :I""~r
lil.l~ 111I rfJ
2 . • £t ..t1on
II r
I/I.ID! II I I I I

,;lltlmDIITlg IdilplDllElT1 H /Ablulrl!1111111 I I II I II I..D<I

ItlDlpl.ltiI I I I I )
ero .. Se.Uon 1.1'. . (~ n)
ItlsIDI.I,,1111 ('15<1

13-32
 reM 31 - 1.111 8Bl1811'f lIl'l'A

II 1?
::e~r.t
Por::'~et.ra (tt) It!. 111 I I I I I J Izlzl.IIi I I II II
'1 o. .1 !~

I 11111111 n
21 SO

rI I I I II II 1I 11111111111
51 60 61 70 71 ~:;

[1111111111 11111111111 I I II I1III 1181

?c,Ulr.r.U~ IAng!·)";!' CFt) I~\' lolzlzlol I I j'] 1~1.lol3lol51 ]JJj
11 III 0 Itl ~ ,
" 10

I I I I I I I 1-, ~I IIIIIIIIIIJ 11111111111

61 10 71 • ~

Olllllinj
, 11111111111 1111I11I11t><J

PORM 3C - I.lJII smmrr IlA'l'A

___'" .... Lo•• Co.rrlelonU

Pos1tive Flow

At Fonv4 t,1alt
~
1.1(J3Izl II I II 10
1~1.ld II1I1I
II "C
~
91.101 I I I I I I I 3D
101·10131,1 I I I II
&.1 ~9

1t?1.1 I I I I I I I I
';1 fO
Ii 1.1 I I I I III
~I
11.111 I III I tXI
.,

13-33
 1/1.1111111
JI
n'IQ

1/1.1 I 1 I I I 1 "
1. • lib.. Heat SOIIl'te 21 U
2. • Reati", Or CoollAC so..a-oo
1/1.1111111 D
31 lor'
<:.r.011>1. Heat Rate (itu/Hzo)
Illolol.I,,' , I I I I
!..t.et H... t ~at •. (Btu/Hzo l
~
1,101 I I I I I II
SC

It.Q~ltlc.t10ft
13tslvl IBIA\dL\ Idolslsl~ I IrIUlAIINIEIl.1 1t.ld(;IM1j'iJIXI

J ,,,

1/1.11 I I III 11
ml I I " t1
171121.1 1 1 I I I [)
II
rikl.ll I "
If]
0011I1]ux] H

13-34
 Ii .1011 I I I I IJ
"
II fR
1 •• '1'...,...1
1/1.ld IIIIII
21 I d or.tlt!caU.on Tltlo u

IiliIl.0I Inql 1,1,10/01 Ifld I-I l/dolul41 1/1 I I I I I I I I I I IX!

I "
Lel:£th (Ft)
ijlolol.ld I I I I
II '''I
~o •• Seat1. . U . . (st P't)
1£1%1$1.14 I I I I D<I

lOIIII 31 - tIll 8IGMI!IIT IlATA

StS"eat
'.rt".tlr. (P't) 14101, 131 I I I I CI ~IOI. I", I I I 1(~
21 30 II _0 1,1 ~ ,

[1111111111 I I I ! 1"11 I I II 11111111111

11 n ,I 70 " ~~
11111111111 [1111111111 1111111111 ~
P'O\j&t.n... Lenjlthl (rt)
11' »
rOrJazi ••\4) I I
II
n
-. III
n
I,L 1012& lSI I I
~. ~

II II 1111111 11111 j 11111 11111111111

[mill III't 111111111 TI~
!.J .0

1I111111I1J
,
&1 71
--~.~-

JIOIIII 3C - LIlli 81.IIID'I' DA'l'A

KentiYe nov

11.101 I I II I I I I~, fol I I ! I I (II

fa ,Id 1111111 10
It
!Q!.!QI,II I II II
"'0

It I ~~

101.101 I I I I UI
mill! rJ
jt 1"
11,101 I I I I I I iXl

JIOIIII 3D - LIn S7.<aO'l1T DATA

ft'A4¥-at.,. H..\ _ . Do....1p"_

U.IIIIIIIII
1~1.1 1 I I I I 1 fJ
1 • • HS.a .. Hnt 80\11".' 21 H
~ • • H••Uq or CooltftM 8o'vol
1/1.1 I I I I I I I !
121~IOId .101 rrfl
raJa "
~!llllll
r3!61pl IRIAI! 1.. 1 ILltlslsl} I IiluINI~E IL I !I.JjJ&ltilrldtJi18l

13-36
 - ~-~ .
----=~-:~~~~~--- -~ --

1 111

111.1 111111 LI
B

Iklill I I II
I'

t~ol.l I I Illl
"11!ol.111

U~lpl.1 I I

mrrnl1
2 •• lhtl"'D
1/1.101 1I II I r-!
II

11 14enUt1uU'In Tl\b

\ilOhdiiAlU 'Ilil i,I'f ~I 111T1 I· I !"'!D~ Idcl Ii! ! ! ! I 1I I I'M

r..r-cth [1't) fklOJPDJ!.....,.-,-,.li
1
I I I I
c.... I ••" .. _ . IS. "') ~
1121$1,191 .
I I I I !XI

13-37
 Ser.::',ant
•• rl ....... (rt) l4IQrJJ1 II I I fI
I
[111111111 It
,1

lilllillill
itO "1

I I I I I I I II r-I
~ "

P 50 &1 70 71 !' ~

IIIIIIIIID Gil i I1IIII IIIII!IIIIIXI

IQI.I!)121,~ I I i'1 ~1.IQI21~5111 (I
31 'to '" I ~:

[TIm LJJij I I II I I I I I II I III 1111111

1~ ...
•1 '0
[III 1.111 I I" 11111111111 II11111I1 r~

fOIIM 3C - un .1.1JIEIIl' DATA

Po,Ul .... n." K.,.Uv. Plov

" ........ Llal\ 1~!lolllll rfJ (QlJ~ IITniJ

11 .. ,

Iii, ($1 I III 111 (b"[JITI I I I I I

v.u-« 11011 Burr... (,or ....t) m-rlill n
Gtml! II t'l
_ _ or h"'l'S~to M.at ........ rjtJ 1 1 1 I I I [9[8)

13-38
 Stut.1r.S SublOl\'ller.t _ber
I
[1.1111111 II"
I.~I.I
II
I I I I Iill
i • • Mllc. Heat SO~'rc. 21 13
eoou..,
.. • Me"Una 01' ''''''''0,
I/I.! ! ! ! ! I I II
'1; ,.
I "1210101.101 1I I
to.ter.• Heat ~.to (Btu/Hr l ".
bI.lpl 1/ rrro so

14.r.~1t!c ..tlon
131BIDI ]RJAI tiki ILlols[s~ I TilUlHlitleJLI It.! i /E,lu[rl ~
"

1 '-'-
111.1 I II I II U
Wi.., IIIIh .....r.t _bet ~.! I I I I I I I" I
2'1 "
121til.1 1I I 1I II
11 .:
'il,I.11111111
'j <1
I 111.11 I " I I !XI

13-39
 1 12

151, !ol 1II I I I I

1 •• :t'w:M1 II
Iii, 101 III
TTfl
2 •• Stet10n

21 Ident1t1e&t1cn Tit.le I"

teqtlo (PC'
1,,~lolol
I I,
17101 lzlzlol" 1Fb"1 Qsh'I~18ITI 10iFI 151114 DI 1-1.~lrtEl l/lx]
IQoGI.lol I I I I
II ..
crOll S.ct1011 Ar. . (Sq PC)
Izlzisi. Id I I I I N

S·c~·n'
Perlr:,tl" (n) akil.I~1 I I I J~ j~~], ~III II n
[TTL 11111'j
7) JQ .1 .,

rlllllll!11
II
WlllIJrn
$1 to II ,~ '1 _ ~ ..
II I I I III II I [1111111111 [11I1I11111XI
I0Il1/111", "'R~hI In) I(&' 101".111 1 I n (~.Iolil'bl II (I
'I
1]111111111
ID
L1IIIIIII (1 '1
[! II II III I'j
"

$1 " II.
I II II [II
r:[J "

111I111!1118l
t,

1111111111

::= __~-=::==o:..',;-=~.::--~::~
 Pod tty. Flow r:e~atiYe Flov

1~.lql'IZI ! lID
@] '@ , 111111SO
14.1011 ! I "
U
r,
itO

101.1'-'1 II I II 11
I~I.! 1111JJ1J
r3J.1 I 1I I II ['I
_ber ot StO&<ly-St.ot. Hoot Sour ••• J
11.1 I I I I II I IX!
'0

l'OJIIoI 3D - LlII! ttClH1IIT DA't4

r1:rr Ie

l/hllllllill

1 • • Mi.c. H••t S()1;r.:l.

i~:.1111111
21
n
]J
2 •• ~ ..Unl Or CocUfti Sour ••
'/I·loIIITIW
)1 r,r
5••• 11>1. H.a' Rate CBt"/Hr)
I4IZlolol.!pl I I II
ta:.ot P... t Rat. (l;tv.'Hr)
i~,lollllll 1'1
u ...un••t1on I~Rlpl Islah ILl 14Iolsl::I,' IriUliAHija..1 ILit IiIHldl wrtw
 JaI'": JE .' LID 8~ IIl~A

1 1 "Ii

111.1 I I 1111 I]
131.1 i IIIII !l?I
.&11 :!-':'::&oo Te::p.~at ..,.. (IleS V)
lqwl.111111
3J
n,,/'I
[j1Q.1.1 I I I I I I I
1101·1 I 1I I I r' gJ
.~

10IW 3A - L.I1IE SJ:aIIJ!IIT IIlTA

14..Uflo"10D II\Iaber
1~ c 101 \I I III
IJ 12
1 • • ?:\mnel

2 • • Statio..
1/1.101 I I I I I II
JI Ident1t1olllt1on Title q

1/1,10101 Irlol IllzlolClIFlTlllsklAklT1 I,'! I Il fI} 1)1-1 klTI!1 I1JXI

I '"
t.~10 (h) 1,10101.1 1II1 II
11 ;'"
er ••• s..U ... Afta (St n) ItlilSl.1 I I I I I IX!

13-42
 ~ 19
Segtll.tnt
Fer!:-.Cltera (n) bltl31 I II I II
2J )0 31 ,,0 .., I ~,

[III III II II mill/II II 11111111111

51 6. tl ,'" 11 :.:

11111111111 1III I 111\1 J 1I!lIIIIII/XI

lol.lolll" 141 ! I I'1
11 .::

Fl:e1,l,gt.r.ea. Ler.gt.hl (f't)

1
lol.lolilttbl II II
21 30 31 itO ~ 1 . S~

OIIIIITOJ 1111111111/ I /I 11111111

nI I I I I II I§j
61

[II II I II I 11
70 71

1I111111llJ81
~ ,

FQIIM 3C - LIlli! SF.\JIEII'1' DATA

rl
Pl>alUvo Flov ,..,,..t{ve 'lev

1~1.lollllll
I I Q

At ro~4 L~lt 101, liI'I!1 I I I I I

II )0 31 lot'

At lI&.k.....4 L!a1t [91.101 I I I I I I I lol,ld I I I I I IJ

"'1 5?
101.1111111 ! 1
N'mt.tr ot S\l,b ••~tnt'
51
111.1111/111 r
it
1].1 1I I I I I I 181
7p

13-43
 Sted,y-stat. I!...t Soon. lIo ...rlpU"D

I/I.I! I I rIm
II ";

m:lollllllll
1. ·111 .... Hftt fOllrCa 21 )0
2 • • lI. .tine or (0011", "",,"00
1/1.1 I I 1 I I 1 II
31 top
l~t,j2Iolol.10I1 II
Iato"t H.at R.~. CBt"/Hr) .~ I.
1·1 11111111
I<lentU'lcat1OI1
13'IRlol lalal, ILl ILlolslsl)1 ITlutllMel"l h.l/l6'liIliltl$fXl

POIQI 31: - LIlli: SF.<IIF.IIT nATA

1,1.1 11I I I I 1'1

IlGI I I I I I I i'l
21 '?
&[01.1111111\
[;1,1.11111 If]
1I

iBID).! ! ! I I I ['IXI

13-44
 ) 10

11Itlol I I I I I II
1 •• 'l\lnnIJ. e
" 11>/ I I I I II
Iii, r
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.
,0.
r.:'~~~.r '7"'.)
11
5151.101 I I 11i" I
SEC111m' Hr.IJ) LOS~ COEFrICIEN'I'II.

II!, ItfllJl I I I I I-. I

3)

i T~:"vul.1 tn4 fO.ahe flow

10
~
...
Ei
rorvari End lIo,AU,. Flow
fa,I71BI I I I I I I
51
:0,1 ;a:il:v..,.,," ntd POlitiv. Plov
101.101 I I IlifJ
~I.IJ&OI 1I I I I)<J
'I
....kvaF4 En4 ••,atty. nav

13-70
 I "

IA/lol.11111 1'1
J1 .. ,.
1. • Vont (Tao> or 110 ,...)
2 . • St..lrv~ 121.1 1I I I I I II
2' 140l1tUio&Uon Title

atm
~llllfI
,~

~' 1!
!l.111111111
~' ,.
I"Llsl I I 1ITI
:H ,,~

D.. i", I'.axl:ull OutflOW Air Voloc1t:r at Orate (1PK) lilololol·111 111
11'01.111111
0;1
n,,.

fllol.\ I I I I I I]
~
IIQI.II f'
II III
~
S... k Ho1,bt (n)
001.1 I I I I I I'" fXl

13-71
 Fan Intorz&t10Q

0 • • !'lo h.n ,
Id.1111I111 ['
1 •• 2 .• 3 •..•• Type at ran

SlIWlatlOIl T1aIe Atur ""ioh FaD Svitohe. On (S .. ) ('] I I I 1I 11rl

S!:;,l.dlo.. '!'Su :.1'tor .".ien F"" Svitch•• Off (SOc) ('j III1II1 n
D1reetlOD or ran Operat1on
.1.0 • Exbau..t or Outflow
.. 1. 0 • S\lppl)" Or Inflov ('I I I I I 1I I rt><I

lOla( 5D - VDnlATIOlI SIW'I' DATA

SeflP!ent nucr1ptlon

[~lol.1 I I I I I ['"I
z..r.(tb (Ft)

"' C=:; Ft)

I,

111" 1.151 I I I I II
1.: ••

"
i
,t " I I I I i" I
Pork.'u eFt)
SE~ b"EI.D LOSS CO!mCIJ.m'S,
0Hlol
I'
Fcrva.r4 t:.:1 Pot1 th". Tlov
14.101 I I I I I i]
t I?
!! ':'";'l"\{&r.! n-.~ l:.Ra~iv. t:.ov
(51.101 I I I I I I I
I, !ae:".. .,.c! !h4 "
0
•I
POl1 tlve nov
101,101 I I I I I 1'1
:a:AIt&!"4 !be! X.,a.t1v. Flov
rOl:Jol ! ! I I I j' !Xl

13-72
 ~ 1¥1.lol I ! I I"J
II,
11 "0
1 •• V.nt (Pan or 10 Faa)
2 •• St.airva7 [filiI! I I I! J
Identltlu,tioD t:Ltle ,,1=

FOIUI 5B - vm·II.\TIOR SHAP'I' nATA

I:A 101 I I I I f'I

!::':''':.er c!' S\;.baeg::.ent. in R••ultlng Equlv,lent Vent Shatt
Ill. 101 I I I I I n
crote Fr •• Art. (Sq f't)
ITtll4l.lflI~tJ
Jl .2
0"1,0 1'..,,1mwa OIltflov Air V.loe1t)" at Gr.t. (ft'M)
1/1010101·11111 i
mllll",
mlIlIIfJ
(>1 l'

lilQIJoi iii I I J
." ....
IB,l.lfa I III IlXI

i 13-73
 Fac totcnr.ation

o. • :;0 Fan , "

1. ,~ •• 3 ..... '!)po of FAn It!. kJl I I I 1/ II
S1:ulatoon '1'1&. Aft .. VIlloh Fan Srit.he. On (Sec l
I~I,&IIIIII
2)
n
....

1310101;)1.1 11I IJ
31 ....
tir,et1Qri. 0: F.. :l Cptrat10D "'1.0 • F.xhauat 01' 0u~r1ov
-1.0 • SypplT 0< IDrlov
/+lII.IDI I I I I I fXI

FOIIN '" - VEImt.\'l'IOI SIIAP'l' DA'I'A

I ! ..
Length Crt)
ILlsl.IDIIIII r I
AI' •• Csq f't)
1~15~ 1.101 I I 1f'I
11 ,.,

I,Ml.lol I I 1I r I
31 100

lil.lelsl I I I I II
"1 s,
Forv&rd. Zr.4 Jfegat1v. Flov
!iI.IBlsl 1I I I II
I~I. k?1 I I I I I 1'1
FJ 70

101.IDI 1I I I I I !XI

13-74
--f

Sto""o~t .,.....1pt1K

1 I"
Leoctb CFt)
13kl.14l I I I I [ I
ArK (s~ Ft)
II

" IOIQI.lol I I I
71
n
'ua.ur (Ft)
e£Cl~ HF.AD LOS::; CO!FFICI£N'llS:
14\01. 101 I I I I i'l
rervar' En\ Poalt 1v. 710v "
[~I I I I I II
'2

~l

Forvu4 DId lfe,p;at1ve Flov

IZI.loI61 I ! I I I I
kckvvd DI,I PDaitlve nov "
IQI,lol IIIII n
&1
"
Eae<nrd DId Negativ. Flov lol/@1 I I I I I I~

FOI\M 5D - vunLATION SHAFT tATA

1 H

Itls!.10 1\ II II
~141111fcl
Perl:.ter CFt) " r
0ll.lsllllll
31 \oil

Torva.-4 !nd ro.1 tI.o Flov

II!. II/Iii I " I II
't I 50

Ibl.111&1111111
!&eh"ud &.4 Pot1t1ve nov
~I
191./0 I I I I I I I
r
~
[I. "I I I I I I 7iI I5<l

13-75
 I
II. Id I I I 1I I]
,.

::0:'. Aero~YT._ic 'l»>- 1~1,ID111111 n

f31. 101 I I I I .LbzI
1. • Mix1Dg
2. • 1I0n-mlxll'18
3 •• T...p/l!lillld liowI4. COnd. or Portal.

FOIt~ 6a - NO~E DATA

Daily Ik>ua4&r» Cen4111011 !)at.

(Co:~loto thll to .... tor th....04,.._10 tne 3 _ .....lyl

ri1.lg 1IIII n
101.10111[[11"1
It

Co::,~!.t.. th. next l. .nt-rl •• Dnl.y it the b'llroa.eQtal

COr.trol Laad Evaluation Option 1.1 1 or 2.

~ 1 ~"

III I I II II II
!l ,,~

.·.orn~r..... t-!Nlb To"poratur. (P., ,)

iii iii [ I I I I
If' tl'

E'/on1r.. o.r Ott Holll' ilrr-hlb ...... dar7 COndlUoD T...,.r.tur. (0., " 11111111111
tl I I I I I I I j"lXI

13-76
 ~
11,101111111" ;"

If 2Q

r3L 101 I I I I 1II

1. • Mixing 21 ',-
2 •• /lQn-••b1r.,
3 •• 'l'tIop/Hlla14~. Condo 0" Porto! mlllllll~

rom 6£ - IIODE IlATA

_J® l-_..,...,--_ _

t lQ

__ lOll I'.lIlS tloaUOII _ • • or ........ h 1 111·1011111111

Il .,.
8.ot1on I •••Utlcat10D _ _ or ........h 2 lsi. 10 111 III II
8.. Uon I'.IIUtl ••Uon _b.r or ...nnob 3 l~[ 10 1I I I I I [J
.11 IIi

Izj·loj I I I I I I 15<1

13-77
 J'OIII 6.A - IOD!! DA'!'A

lIod.lI~r
RI.lpl I I ! I I Il

JI _ ..

10/./0/ I I I I I II

1 • • V,ix1:-.g 21 "

131.101 I I I I I rIXJ
2 •• tion-mJ.xin,
3. - T_/1IuIII14 BO"'l4. Cond. or I'ortL\

FOR.'! 6B - IIODE DATA

Dally BoIlM&ry CoII4i \lOll Data

(C"".pl.h th1t tom tor thol'll104yn... l. tn- 3 nodel OIIl,Yl

!~.Io/ IIIII n
tkl~ IIIII n
cc:':'.~:.I!t.. u·... ,.ext 4 ant-rill onl¥ 1t the lny1MD1ltllt&l.
Cor•• rol Loo4 EvaluaUOD OpUOII 1. 1 Or 2.
11 1"

III III 11111

II "
11111111111
tf IIIIIII n
51 I·

!'Yln1•• or Ott HoIU' WIt-Dull> Bolln<lary Con41t1on T...puat .....1 (DOC 1) 1IIIIIIIIItXl

13-78
 lOAM 6A - 1I0DE DArA

J
, (41· /01 111I I I1) ,

[41·1011111
l! ill
1 • • Hix1ng :I' J , ~
2. • 1Ion-ll1x1,..
3 •• TtoIp/llll1i4 Bound. Condo or Portal. [1).,1 0 11I I I I f IXI

roRM 6 r~ JODE DATA

1 10
IeoUOII I4..tlU.aUon _ ..... of IInMh 1 161.10 11111111
8ec!Uon I4.DUrlcaU ... _ ..... or BrUlch ~
1'~1·lol 111I I I',
21 ''''

Se.Uon IdoaurteaUon llllaber or Jrlllcb 3 [41.10 11111 [ II

A..... ~ .....
(;1.10 1I I 11cD

13-79
 10IIH 64 - .ODI DATA

... JIi.l.er . ~I. 101 I I I 1In

J) .. "

l!E@[UI I I I ]

1. • Mldna
IIDde 'l'he~o 'I)'pe 2 •• non ....1xina
3. • T...,'""",14 Bound. COlld. or Port..:

POIII t :.. - IIOllI IIA!A

I a
.... UOtl l4et1Un ••Uon _~r or Br."eh 1 [7[@[1 II II 11
II ,.

....Uoa I« ... ~1t1e.Uon lluaboor or arMoh 2 ffi?' I , I I I [ I

[afro, I I , , , I I
~"1 p.,

II ··0
,....,w,. 121·10111 I II [1
lit) ,')

11101.1°1 I I I I 1 IXI

13-80
 PONoi 6A - IOD! DATA

, l'

11,10/11111 11

11 .~

171.101 I I 1II II .

1 • • Mixing 21 i"
2. • J{ClTl-m1x1ng
3 •• T*"lIl_14 8cund. Condo or Portol
I1/,10 I I I I I 1 llZl

POIIM 6A - IIODE DATA

;; I'

1l.lelill " II

iJJ: 101 I I I I I 1"1

1;04. n..~. ~
1 •• ~h:ln&
l •• no.-ald..,
S, • -r..,/lIIIo111 JOunIl. C.... 0.' Pertol
21

[,I, 101 I I I I I rn
~ I

13-81
 FO/Vo! 61: - JIODE nATA

1 I\)
leoU. IdentU1••Uoa _ _ o~ ~ ... oh 1
"'·101 ! I11III
_UOft 14enUtl.nUon _ber or Br&l\ch 2 f fi'
~rollllill

,
_"oa I4utl tle.tloD ","""er or Br&IIGh 3
'
. 1'11.&
II, ~~I.lol 1I 1IJ]"
)1 I,e
1".10 1I I I I I I IX!

\ .

I ."

[,Llol I I I I I I I

I~
r.od. ,4ero4yr,l.ld 0' Typ.
1l.lolllllliJ "

21 "
1. • Mld",
2 • • Non...lx.1ng
3 •• 1 ...,/I11III14 10....4. COII4. or Portal
(d.loj 11111 [ ~
 1O/Uj 6.\ • .ODE DATA

•
111.101111110

1~.lol ITIM
1 •• Mixing 21 ...
::0:. :'Mrmod;rr.A:1c ~ 2 •• 1l0n ...mix1ng
3. • T-.p/Hua14 Bound. Con4. or PortoJ. f&1,,1111111 ~

1 'f!

104. :zumt.:r Ido!.lol 1I I I 11

II "..
I.~I.IOI I I I I I II

1 • • Y.b1nl
A~ 2 • • Non-a1. x1 nc
'I~
, ~rtoJ.
' . "'-.
roOd. Th._.... _u.; 3 •• Tcp/",",14 Bound. Condo Go"
,.
• . t.

13-83
 FOR'! 6i: - IOD! 00'' ' '

"'" IUMtio",

10
Sooti,.. 14enUn.ouOI> _bet" of Bran.b 1
ILLO
I /I 1'1
" III n
111.1°11 I I I f'oo

FORM 6.\ _ KODE DATA

1 t ..

IiiII. 101 I III II

1I .;

101.101 III II II

1 •• IIIx~ftS ~ ,"
r..~. n.......i!lt...u. 'me 2. . . . .-lIIixlns
J. • T«op/H\OII14 110'....4. C0n4. 0,. ponal
[I. ktl I I I I I [C81

13-84
 FORM 6B - NODE DATA

DeUy Bo""cIary C••.u U ... Det&

(CcIIplet. thi. ro. . tor t~o tn>e J node. GIlly)

1 II

10].IDI I I I I I [I
II
Id.loilil
rrfI
Co:plete thl next 4 o"trh. only 1t the EI1Y1rOlllll ••t&l
Ccr.trol Lca4 Eva.:.uatlon Cpt,101l 1. 1 or ~.

21 30
.... reins Dry-Irull> Temper&ture (Del F) I I I I I I I I I II
)~rr.!l:& ..,.t-~.alb T...~mt .... CCe, F) I'1 I I I I I I I I ...I I
10 1
IIIIIII I,II
~ ~

Enn1r.. or Ott Ho"," Dry-Bulb BounllarT Con~1t.o .. Tom;..>rature (no, F)

~.n1ns ... Ctt I!ov I.'tt-liulb Boundary CoM1 tiOI> T...""r&t.... (DIs ~ r I I I I I I li·!5<1
I,

FORM 6A - HODE DATA

~lol,lolllll fl

::o~. Aerodrr.lldc Tw' I~I. "I II I II n

1 . • Mlx!nl
2 •• 1'IoA-a1x1~
3•• t.t/maid ~. c.t. or Port&!. Ill. el I I I I I rD5J

13-85
 DaUr 1Io\lll4a:q COn41UOII eat.
(Compllt. thla r.... to>' thll'llCl4)'lllll1o tn- 3 110401 0IIl71

I ,-
II:-)'-lIIll.b Teperature at IIoWlduy (Deg pI 101.101 I I I I I II
1~l.lol I I I I I f'1
Co"ploto t~o ",xt 4 entrh. onlr i f the lIDY1........,tel
Cor.trol lDad rva:.u4tion OptioD 1. 1 ar 2.
2) 3i
11111111111
11 '""
11111111111
Evening Ol" orr F.our Or:y-3ulb Jo\lndary COD~1t!ort Ter.:~er.ture (Deg r' (11 I 1 I 1 I I I jj
SI II:"

1I11111111t><J

1'CRH 6.\ - NODE DATA.

I~ .,
11.11)1 ! I 1I I I I

1 • • l<1x1na " 1"

!IoU The""'o!yr.aa1o ~ 2 •• 1IoII...a1/IC
3 •• Tootp/lluaU 1Iow>4. Con4. O' 'ortel
131.lolllll! I ~

13-86
 FO~ 6» - NODE IlATA

Daily Boundary Conc!1 tiOD Dat..

(Cc>mplot. tbt. to.... tor th.~1c \ype 3 DOd.. ODly)

1 I"
llry-Bulb Ter.peratllr. at Bourulary (DoK r)
liUolllll1 [I
11 :''''

lol.ld I I I I I I I
Co=.plete the next 1. entrh. only it the Envlrcmmen;tal
Control Load Evol ...tiOD OptioD .. 1 or 2.

, I I~
[J I I I I 1II1
] I 10 ~

:'~~lr.!r-6 Wet-Sw.:b Te~pera.tu:-. (Ce, F)

ITIIIIIIIII
Even1", Or orr Hcur Dr7-Bulb Boundary COn41 tiOD Temperatu'e (Deg F) DIll III I ("I
ITill II I I rtX1
5)

P\)~ 61. • RODE DATA

5 I I I I II..
1111.101

11 .. c
[o!.lol I II I I II

:.. • • ~1x!r.8 21 , ..
::od. "".r:o~ot.1. 1'ype 2 •• 1Ion..... lalne
3 •• 'l'omp/_u Bound. Condo Or Port~ 131,1D! I 1I I I I !XI

13-87
 --~
----

] '"
Drr-Mb Terr.peratUl"e a< Boundary (Del F) IDI.lollllllll
1~l.lol I I I I I i"1
CC::-·il1ete the cex~ 4 er.tries or.ly i t th. EDv1roNll.nt&l
Cor.trol Lold J:yaluat1on Option 11 1 01' 2.
2t !~

III I II III II
31 Ii:
III I II!JJJJ
EVe:,.!r.g or cr~ Hour Dry-Bulb 130\uldary COndition 'Ieopera.tW". (DeS p) (II I I I I I'm
!'ver.!:-.g or Oft Hour Wet-INl'" Bo\~ndt..ry Condition 'l'e~peratur. (Deg r) On! I I I I trxl

FORM 6A - NODE DATA

11 "er
101·IQIIIIIIII

1. • lUx!.,
~
2 •• liOft-mlxln«
J •• T."p/llla1d BowId. COn4. or Portal lI. k>1 I I I I I I !XI
I"

13-88
 FORI! Ell - RODE DATA

0&11)' 1IDun4V}' COn41.t1on Data

(Co::pl.t. tid. tona tor thel'll104)'11oalc t1Jll 3 ..,1Ie1 0Dl7)

rtm 11111"1
11 ,";
lI.t-2ulb T.".perature at BolUldary (Del F)
~IIIII!I
Ca":.plete tJ::e cext 4 .ntr!e. onl7 it the EDT1J'OllUJnt4l
Ccr.~l'ol LoOK. tv':'ua;t1on Option 1. 1 or 2.

eli ! 111111'1
11 It~

Y.omlns W.t-a.lb Toperaturt (Des F) 0111111111

["I 11I I I I I '"I
• !Y.nlr:g or Oft JIour Wet-Bulb lIDw\4ary Con41t1o" T._ntur~ (D~g FI
51
111111111 fXI
r-

FORI! 11. - FIJI Dr:sCIIIP'I'ION

Fan ldlr.t1rl<AtiOn I'

I~IAINI ITIi'1pl~1 IJ I H IrluIMNl£[1 Ii hclHIAI"ls &1 l.CliilN! I] II
~J£l1l~1 ! ! I i",
T:U f.tq~1red tor Fa. to ~ •• <h 1'1;11 Cptrat1r:g Sp ••4 (Stcl
Fl.ll OPIl'.ATIKG LIMITS (CFH).
000111111'1
Lowr 'loy L1a1 t
~lllllrl
Upper nOV l.iait

13-89
 '1'otal. Pr ••aura nov ..,.
u.. CIa. Water) I
" CCI'M) 21
111.11151 I I I I 11 101.101 II .1 II I
Isl.hlSl I I I I I't
~I . _,
II
('10101 101.101 I I
" I,
0

" I I I I I'1
Itl·I4I51 Ia 1010 10 10 101-/01 I
II
(01·15101 I I I I I
71
n1+101010101.10/ I'0!XI
73

II 2'

I ~IIIIIII In· lJ 111111111

LJIIIIIIII
aL '1 II

"''''''11
"

_I 50
51' "
11·11 I I III " 1111111111
Ijllllill n 71
[JIIIIIIII!XI
I.

1 IIIhlt. JdlnUfLc&t1on .,
IRlolw\rlEl \;It\ H Iwl.lsh·' ITlol IEIAlsfrll-I.lsITIAlRITlsl IAI
II II

ITI 101 141"1 1.. INlel I-RIPIsl IAITI \51010101 IflTl 1I 1I I I I IX!
I at
'nlA Iclleclull..., 0 :19110 (rt) [01.10 1 I I I I I I I
IIIIIIbu at Group. at TnlAl that could Entu """tI
i] I I I I I ,.I I
,.101
II II
. . . .r at Trick Secdon. 1n W. """tl 151.101 I I I I I II
u . "
..1., ..lila
.. rore ol.,.eell1nt Piret Tra1n (....
Ift&lA ... . , . _ opU_ .... 1 .... 20111" 101.10 1 I I I I I II
'1 s.
rl.nt Tra1n TppI
La I. JOJ I I I I I I J
11 ..
IUA1aIa C...ts...., V.looltr ,",III (OJ·lol I I I I I 1\
II. ,.
13-90
Cans...., Option
[oJ·lol I I I I I I IX1
. l.'.
0.0 • MiAtilA ~ .....
MMlu. . t _ .iftltlo_ _ _
.... hi.
'!taill Ilroup D&\o
till, . . 18 tUle4 wt 0IIl7 1t tw 01' 110... tJoalna .... to lie ten... tar tll18 roIlte.

or
I 'l'rolD. 'I '!ra1a
l!r;.. 101111111
r". z,
I 11101.101 I I I I I

II

,
,
T

a
"".

900_ hcl:lon OIata

11'111 - 'IIMt fo~ • ..,h t~.cll uc"-lOll 011 .....t.)

IOeatiOft of FOnoord _ .. r '!'rack Sec\iOn 1ft) ~ .1010101.101 I I 1J

II

11 II
&1.lolllllll]
'II "
101.1.11111111
II '.
IlIfttiOn of ron-nil In<I In)
1111111111]
-I s~
....... 111wab1. '!'r.. ln Velodty II•• )
I'dol.lolil III
" ..
1!)1.lol I I I I I I IX!
13-91
 _ion Data
cnu __~aoJi: IIM~ Mah uaoJi:
to~ -uoa _ 1OIat.. ,

I 10
fa Islglol.IOJ I 1I I
II . 20
a.41,.. of QuYat..... (rt' 101·101 11 1 I I I I
lot. 151 1III m
II 10

II _.

1I1I111I1l)
101 SD
~ Allowabl. Train Valocity (MPH) 1'7101.1011 I I I I I
II II

10\·101 II I I I I IX!

~aoJi: ..et~on Data

crlll _ _heet for .ach euell ..ctlon on nut.)

I U
loOUUon . f ronan End of Track loctie (Pt) 121,10101.101 I I I I
11 20

101·1011111111
II 10

13·@l1111111
II -_

Iloyatie of rorvud Inc! CPt) UTIIIIIIII

_I '0
....' - AlI ....al>l. ,..0111 V.lode,. (lIPR) ',@.lolllll U
.1 ••
10 1.1 1I I I I I I IX!
0

13-92
 ftacII _UOII Data
CriU _ ....t f~ eacll track _loa 01\ zooaul

~ 10
I 21()lol.I OI I I I I
11 l.

lel-iol II I I I I I
11 J.

-
u.••t1on of Forward End Irt)
1-121.101
_I I 1111__I
IIIIIIlllll
_1 50
~ Allowabl. Tr.1ft Velocity (IIPII)
11101-1011 I I I JJ
51 to
@f ·101 I I I I I I fXI

Traok s.ctlon Deta

~Ul _ .h.~~ tor ..ell track l'&Ct1Oft 011 Z'OIIteI

1 .t
LOcetlon of rol"'~ End of Track • .cUen Irtl 151010101.101 I I I I
II at
la41u. of cunatu"e Irt) 101·101 II I I I I I
Ii. I.
GrI4e I'er cent 1
IOJ-Ifl II III II
1& __

I1entlon of Forward 1M (ftl 11111111111

" 10
H.!5!.IOI ! I I I I I
Ii ••

lel·lol I I I I I ! 181
13-93
 i'OlU-I ep - TIIAIN ~OtlTE m:SClllf'l'lON

S.hedUled St!'JII

::-"::t.&r of S~t.ed.u!.4 Step.

1/1.ld 1111: I
11 c ~

~:~t.c;r or Perter.• Aboard. Train .t Schedullnp; Origin

13k;lol.1 I I II I fXI
Loc.~!on on Po'.!te
'I.''''.c:re ;':r::-.: c!" ':':'.o.1::s Stop
DveU 'l'1:T.. :-iu.~loer of F't"T!i,:r:S fr:~ ~!"!. !".,
(Cee) Tt'n.~t;. :~':;: t~
: I';.,., !., at

1~71~lol.lllm 13101.19 I I I I I] 1~lolol·1 I I I I I r><J

.te.

S.ctlon Siquondn, tor lIo"to

!~.Iol I III! ("I

~llt.r.~. frOM Rc\Ote vrS~ln \.0 i'crt..al or r1r.t N~. o.n ~l.It.
tdolOlO I·il I I f"~
I :-

;..!.t;:·.!:l:i'''~~;-. :,"_-:'.'t.cr, c!" thl! ~~c:~!onl t>:o.gl'.jj ...·~l~t. ~O'~t.

(cc~i.:....,n 1 r:.uu. e"nta.!r•• 1tl\.r. • or - )
Pa.u. lil/l. ~ I I , , I [~
t •

11151.1011 Jl:LLQJ
1 ::

14-111.1,1 11IIJ]8J
I ..

EililL 1,,1 1I ! , I lXl

&11 ijl "OJ [ 1 1 IPIXI
ft,.

13-94
 , 10

Uatlfio.Uoa lluaben ot tM 8fttiOD. tllr'Oulli Vh1ell ReNt. Pu •••

(~1 _ _ _\ala .ttllll'. -.- or ".")
1+" 131.101 I I 1 1 IX!
, to

@1I51.lol II I I W

I !IOIItl UoaUHcIUon ..
oo.ql~h·lel
,. .
I!lzl-I IEI41sITI ITlol l\;1rds{TI H IsfrlA IRITIS I IAIiI
[51010101 IFlfJlAINIDI IElNlOIsl IAITllol !Ftil ! I I I I I I I I !XI
I II
~aiII IGlIMul1"" Od,1Il 1ft) 101.10I I I I I I I )
II 20
II\8u of CkoIlPI of Tn1ll1 that _111 Inter """t.
Itl·lolll
II
n III10
.r
1I\IMo" ft. .11 lleUon. 1a thb ..."
151·1011111111
II .t
DeilY TIN "foce Dh... tc:II11l, 'int Train 'I"',
~'" ' u r _ c . OpUon 110. 1 &rIG a DlUy)
14101.101 1I I I I I
" It
l!fM II I \I II
II ..
IIiII'- CHit!", V.loeU)' I""') 101·101 I I II I II
13-95
~ ,.
·101 11I II IIXI
.........
ld_~_
to'" .",sa. .....
. . .' '.~~--"
_ --=-____ -==:..=::::;l
 I'OftM aD - TllAIJr 11M!' DnlCRIP'l'IOJr

'l'ra1ll Group D&t&

'!'lIt. tora 11 t111ed. out wr 1t tva OJ' 1101'. train. &1'e to be 4at111ed. tor th1a route.

Qroup llllllber or !'ratn

'!'ratn. !
II 2]
l~ol.lol I I I I I J
'l'ypt
Id,lol I I I I I I
1

e
etc. et~ . c';.c.

..etton
CPUl _
"n"~, o.ta
ahaa, fow _h traell _lon OIl rout.,

Locatio,. of rorward End of Tnell Il..,Uon (rtl ~

11,10101.101 IIII I.
10).101 I'II rrn
11 20

II JO
aroda contI
(Po&'

or
Elol.1211 UlJ]
II _.

[I!IIIIIII]
'I 19
,,151·1011 IIII I
•• ••
101.1011 I I I I I 'IX!
13-96
 !nell '~lon Dolt.
Crill _ ,hen fc~ each track - u . .... ~t.'

I II
(!lZlOIo 1.101 I I I I
II 10
...uua of euv.t"". 1ft, 101·101 III IIII
II SO

121.101 IIII I II
.1 '0
Il...tl.... of 1'0..,u4 End 1ft' [1111111111
~I SI
IIUt.a Allovahl. T~.1A V.locit.y (lIPa) 11101.1011 I I I I I
II 10
Ccaat1A9 .......ter
101.101111111 M

!nell letl.... DOlt.

trUI _ .!wet tor each tracIC I. :tlon 011 nNte)

~ 10
looutlon of 1'cIn.~ Enol ot ft.cll Sect.lOII 1ft)
;soot.tol I IlJ
11 20
Ja41ua ot CIIn.tlLr. (Ft) ~.loll i II1II
U 11
Iked. 'Per cent) (01.1011 rl 1III
.1 ~.

11n~t1Dn of Forw...d Enol Irt) (IIIIIIIID

,. so
IIu1aa All""alIl~ Train Vetocity (IIPHI
i'liillL I I I I I I
II U

lol.I~1 i I II IllXl
 ft. . . .cu.... Dolta ,
~1 _ .Met for ncb tra,," _Uon on nut.1

r-at1oft of ron.rd End of orr. . hcUon Iftl I~ 10101.101 I II10I

Il . II
a.41... of cu..".t...,. Inl ~ol I I I I I I I
11 30
. _ _ lPU .....tl
Flol.lsl I I I I I J
or 11 ..0
l1_tion of rolNlZd End 1Ft) IIIIIII IIII
.. I 5'
17101.1011 I I I I I
'I '0
ClDut1ng tn.... tar
101.101 I I I I I I IX!

ftadt .... tion Data

IFlll _ _IIMt tor ..cb tra,," .eo:tlon OIl route)

I u
[5101 01 O!. 101 I I 1 I
II 20
a.41ue of curv. t..... (Ptl 101.101 II1II1 I
., ,.
Elo!'!, I I ) I I I I
-
_ _ I'er cantl

Ilnation of rOlNaN Eft4 (rt I

.,
ITII J I IIIII
"
'I 59

.,
11101.lol 1 I I I I I
..
(01.101 I I I I I I /Xl
13-98
 PORM aD - TRAIl ItOlm; DF.SCIUPTIOll

I ''''
It.::~.r of Sohodulod Stopl
I11.1 I I I I I I I I
i1 ~e

11.10101.: IIIIJ~
Lo::&~1Qr.. or. Route _11 Tim. NUI&ber ef' fer80r.s Fnterir."
I
vr.(;!'e rro:-.t or 'Traina Ctop (Seo) ':"rRlr. at rtc:p
I ,!'<-\
1i11~IQIJ I I I I 6hlm 1111'1

ete. et.c.

FOAM 8F - 1'RAl1l 1t0000E DESCRIPTIO"

1 ..
f~ter ot S.I,. t 10n. throuch vh1ch Rout. , ......
11i.1 I I I I I I II
11 .. ~

I/lol~ol.1 I I I I ~
t ,~
IIl...Utl••UOG I"""hora of tho SeoUOIII thrOllCh ,1I1.h R...t. P.....
(C01YaD 1 &lit oODt.&lD ,itDlr • "+" or "_")
13dsl.1111111X!
1 :'

I-I "31., I I I I I rxJ

1 it

1-11121.111111 r><i
EI~.I 1 I I I I rIX!
I-I?!.I " I" I' rxJ
I

-.
13-99
 TOIIII tip .. 'l'IoUJI ROlIn DESCIIIPTION

Section Slflueac1r.g .tor Hautl

"""'bar of S..,Uona through ¥blah Rout. P.....

D1It.u:c.* fro: ~~t. Ortain to Portal OJ' '1rat NoM OIl Rou.t.

I 10

14ent1:1cat1on :lumberl ot tM Sect10na thrOUSh Vhich Rout. , •••••

(Co:'~ 1 :u.t cont&ill 11tha' • "+" or " ... ")
I-I {.I.IDI I ! I ! I !Xl
I "
!-!zl.!clll!11 txI

etc.

Train Ident1!'!ct.t1011

11!. vi ph IdAh. 1ITIPJIII, 1M I-I IdAIMI KJOI*@oILJLli}Pl I i I I Il '.

.~
1.1111
lil
am 0-

~ ~

lMllf..IJIJJ
(I ~:

mTJormll
rLMOI. wi I I I r~

13-100
 ....!ut.,. or Car 1Ft) 14&1.101 III1 n
" SkiD 1>'~.t!on Co.rticien~
1~1.lol/l/lol [[0
21 )11

IIhc eo.tt1c1eat Weicht" Tot6l 'l'nlol< "".. (Sq Ft)

1201.101 II 1I ! I
Pr-r- '0
J'r'ont ot 7.-.tn Ora.« Co.ttla.lent Mlllsllllll
.. 1 ~ ..

S.... 1l>le H••t ReJoct10D per car at ZorO !rain S~o4 (Btu/hr)
Izl7lololopl.1111
51 §S
L&to~, lleat lIoJocU ... per car at Zoro Tr.. in Spoo4 IDtulhr) 101.1 1111I I I JXI

0: '.a.lltMe.
I to·ce·'orotion Crl~ '1
~:~c ~·.!,:,t
t.:o:oor.u ;;4r Car (1100) Itl$IOI.1 I I I 1I
E!".~U ••
L: ..."
Ch::et.r or an
(In. J ~i ,101 I I I I I 111
t!'t.cUv. ::'oI.rt.CI Ar •• tor
I:<>..... u •• , . , ... IS. Ft) 11JJr, 101 I I I I n q

1~ltl.lol I I II fJ
.,

:'~~'-:"'!·I.
fI•.!!.&":.!on
C':.r:-aC'. Ar •• for
;..r c..r (I, Ft.)
"
Izlzj.pllill
I
r'j 10
1~&I.IDIIIII (!Xl
e:! •• hU,.
[:e:.-.• r.~
ot the l •• lIt&ACe
1.1, &101 IIIII1 1~1.1916111 II (j
!~e:U'1c
t!cea,
H.at. ot tbt Re.111tt.Me
(MKIll> • 0.. 1) i~ .!tli?lil I 1I I't ~
11.1/10'11 I I , ,"I
"" ~-
l2izlOl.@ 1I I 11 "'111$1·101 J I j I 181

13-101
Average F.r::pty Car "'e1,ht (tenl) ~
~olll!111
10

11 :'~
In...:.ter ot tl.o<;orl per Pevered C&r
IfI.1 1I I I I I II
21 3C
":rail'! ~c;.111(.g Re~ht&cce CCtrr1cient il
1LJ.13101111111
)1 It'!
Trab 1Io1Unt ~ .. lIt&n.e Coett1.1e.~ 12
ItI, ~ 1.101 I I I II
':l'd.:1 il:oll1cg P.esiatance Coefficient 13

Aece':'.raUon ~"'"'"".e ar RotaU", Partl (lb..... )/(MPK/S.c)

MOTOR ClWIAC'ITlHSTICS

IrlYlel tldA/J IrlltlolpllAll.ls!.loINl IM/O/rlolPJ I I I ! 1111I 1II

13'lol.IDI 1I [ 1 i'l
1;&I.lu III! !'/Xl
!5I:rzJ "
11
II1 i'I
""
or
J..tlal. GIU ".:10 - To 1 YIMet.
llil. 1&1 I I I I I II
21 1'1

ldo\Dlol.lol I I I I
'i
011$1.101 1I I 1.,IX!

13-102
 1 II 11 2.

!n1A 8pee4 (IIPB)

I!@Jol I " I 1/ 18">1.101 I I IllJ
[ U 3D
II _.

16101·101 I I I I II 11101.101 1I II I IX!

121s121sl.lol
I rnJ II a
IZltl!lsl.lol I I I I
S'ncUn Ettort; (lila/MotOr)
[ 11 J. 11 • ...

11'' .101.1011 I II 11lZ1ol.lol 1 1I I !Xl

I 11 II 2'
IJ/Ohl.lollillJ 1310171·101 11 I [J
[ !2JoTsJ.lollll(j II· .. ,
I ",ld.ISi I I I I !XI
'1'l'&1zo Controller Option
1.0 • C.. Control
2.D • Choppu Control
1,1·101 I I I I I I'~
1

• •
I Itt
.ainuoe .,.... CNPlJ
1'101.101 [ I I I 11
"2101.101 1I 1I LI,.

~ I.I,~II ! IIII"
fa
,1.1 do I I I I I I..I
~t.IQI51 I I t I iAI>(I

13-103
t
 1~.lol , I I I I J'1

t'5101.1011 I II 11 ]0

(' ..
d.1011 " II II
IpH4 va (1IPIl)
fl/10101.101 I I I I 15<1 50

lOIII 12 - PllIII'l' COIl'1'JlCL tIl'l'A

II 11

. . . . . or Prillt Gro"l'. (51·101 I IIXI

lluabtr of
Orwp llllaber or Al*rtvlatH Printl a-rr
IllJaber Int.rval. per Det&ll Print Option
I I II a. I~ u
1 11,·101 I I I 10 1.101111 loj.lol I 1181
hi. ,0, I I! I
I II "
I @.Iol I (j Id·loll l LXI
I i 21 If
~t
J Id·lol I I I 101.10111 J 3).10111 M U

•
,
,
eM, eM, eM, ....
13-104
 roM l ' - PIIOCRAM COIlTROL DATA

1 ,r!-
Til'.' I~ereor..nt per Cyol. (l/lOOth of See)
I/lol.ld II II II
1'31k k> I. ICA I I Ii' I
liuct. ..r ot Cy(!!el pt'r Compltt. Train Evllluat10n
1~lol.lollllll'l
u .,
:;'.::;tor ot eyol .. po. Aor047l10111' EvaluatiOn 111.101 11II 1II
(~ol, bl I I I I ('e><J

13-105
Results of Sample Problem No. 1

The output generated in swnple problelL lio. 1 provides the user with

various information on the 3tatus of the environment within the system

and on the operation of trains within the system. The form in which this

information is printed depends upon the print control data entered by

the user in Form 12.

No information on the status of the system was pr~.lted during the

first 180 seconds of simUlation time. 'rhe first 180 seconds of simulation

time was solely for the purpose of enabling the system to approach stabil-

ization.

A detail print was provided at 180 seconds into the simulation.

Every detail print first provides the train performance data at the top

of the page (see page 13-107). This train performa.'1<:;e info!":llaticn inc1'ldes the

train route and train type, th", train location along the route, the acceler'1.tion

of the train, the air drag on the train, the coefficient of air drag for

the train, the tractive effort being produced by the motors of the train,

the motor current, the horsepower being expended by the train, the accel-

eration and deceleration resistor grid temperatures, and the power loss

and he'lt rejection for the train for each train opereting within the system.

The tempera~ure, humidity. air velocity, airflOW rate, sensible

and late~t heat load, length of the segment, and the positicning of each

train .'i thi!l the lir:e seg:nent.3 is given for each sub segment in the system

after ti,e trai.n perfrr:nr4nce :lata -tl; tJoe deta.i J P!';.l't.

The detail pril"1.. provides U~p. lilost :i.nf'("I.... m'1tio·l 9.'b011't th"! :;te.tt.:s

of t.~c oyste:n for a given titlle in the aimulat10n. M. less detaileJ printout

pro1'i.d'frog ~nrorm!!.i·.i"n ,!,i-m1]t, tre S1;R.~U!' of 't!,o !>y!'\'t.IO'!'t for a sjv~n ::-i!!lu::,...tion

time ::'5 the c.:'br~·'hted l;rint. ~he !lbbreviated. p::-int pr~vides Il'.ost of

the info~~tion supplied in the detail print, but in a mo~e con~i:e manner (see

page 13-108).
 •
\
, T; ........ 1, ~. : ,:) ~Pf-. CP;-"I,TT')l'\~L

-:;,>~J.' i..~.;.r'--. /:-~""''::;~·1-ij.; MO'fO~ HORSEcOloil"P GRID TEllipFRATIJPI" POI<Fe .. EAT

AI ... T"~CTIV"
F·r.)'· y lnr1YJ1'! sp~ro ~Cf'''l ;:,,~ T IC~i r"~G cnf-. ()F EFI'"O~T CURPENT TOTAL AlP ACCEL. Of eEL. lO5<; p!':JFCTrnN
"':0. p r~~~Tl I'~~I r '00..,/,,_( I Il:'CO , AIR i)'-<.v; (UIC;/M(1TfJRI / A'~PSI nRAG (01"1; F'I (on; F) /RT11/C;t:;C-"T I

~ :J.~:_ ........ '" ~ •• _ 1 u ,~;_ ... ? 1,,7'1. n4911. 9~. ;>71'.4 7?9.R 1.'31? ;>.,,75
:,2 ;>"'1.
l "lc'. • "j~ ~: . (I • O. ~. 241.9 761.0 l.n7) 1.~2P.
/" ' .. "' .. -;7.":",.. ?-.';"7 ~,.:.. j • J ..... n 271\5'. 3(17. 54/)4. )9. 254.6 "17.2 ).47A 2.222

"y~ TE" !rR ATO .,f .. ~F"Q~TIIPf IOFr. 1'")

Pt .. ; rr 1-1"1"''; -=-,.I"'-W )~1 . •
rr,", ; Ct" ,'" I ~.U~ir TTv (I."/L"-i)
SIE~,...,!:,j

IPI.li·1'ie.. lj ?l=;.! 17 1. ~
.~~;~JSU85t&J'!J!-rr J of SEI.TIDH I -Se~"IENr I (t-/- J )
, , I I,' 1"~. 1 .44=<-.6 <;11., ,
~:r,;~ p'
-"
.r:>'"
l'.p. NI. 1- 1:;>1 =;'~.\ 4Cf ..... ~
1 ",.1 S"85EG-"1V1T %. of S£Ct'ION I - Se'~£Nr 3 (1- 3 -t.)
.f?r;) <;'~'''J
.c?r'
~ ... _ ''It. 7",:. ~4.4 -lS'+ .... ~ ':'4 • ., q ...... 1 <;4.7
• ~,.)"? .~707 .02117
, _! I'"J _be..;! C;" "': _"1;::'5.~ t; (!o ••"!
• ,~7"'?
-] ',- - I , 7c:,.... .:, •.~~ _~~7 • .-: ~11.1
<-
.",n"?
]T7~n;.J 7~~.n '-I'\.~ <; j .1)
I-' " .~~~;j SUSSEc;."'ftftlT 3 OF. SFcrJQIoI 5 - S£,"MEH1' 5 (S-S-3)
W .r.-,,,," ." :>c:?
I . _?;;.';;..,7 7 .", -1""1.7 ~7.C. C;r..~ C~.!­
I-'
• :-...,.,""2: .r?fl~ .(\?~~
0
~ 7 _C?':f. : .. = _.,r .1 I'·;;.. .. ""
.r.?",C:
;;. "c., I ..l .... 13.:> '"'Sot.::> <;I~). A
/_A' .II/If l)1fY-Bl4ll1 ""'"R"'rw~E Iii '/-'1-3
., - .f".?!'I:::;
• r:::z ...,;::.
.. - ~ _C::~/.. ;:'7. ;> -;.~.~ l,"'.4 11<;." 114., 11 c ."
.. {'., ... c..; • , ?C~ • "?(':; .(\~.,::;

- I: ~ _.~;,,"':.>7 _! (~'.::'" [ ., .... '.

- - ---z- JI!R .r-/l.I~lIC>lrf RATIO iN q.,. 3
• I~ :: • ...- ? (THoS 14\,"1{~ ~EprNPS INION NI4MIIJI~ '])lSPIAY IIP7"(D/J l'NTEtYEP
I. :' I ',I C.~C: ." ,;If"'. :, '" ····.1 q,....7
.. - iN FO/fM Ie· oPT'"/11 I Plto ",,6,S TJlE "'''''''IIHtY IiArio I
.O,,,c, .o?e" OPTIoN 2. PIIOVi~£$ ~- B~&.. n,..,nNf1'll1f4"J ~ 0P1111i113 ...,j
12 )1 4't.C;.o.~ <.;>. I 1,..7.Q ~Rol/lI~n T1f~ ~EM"lve NIIMI/)/TY) !
•r ..,,.,!.
I:' - 1/ ,-'L;:"~.~ 1 :- '... ~; If"l ........ Q Q7.-:;
1"""'.'" ...... ;-,.. ~ • 1l;:,"I?
.~?"l
.'< -! 1 w 1 t• ..-f, f-.-~. 1 =:.l ..... ~ ~t.".?

• (";)";? I
,,;>.~
I'" - ! ~ -I ~ .. 71)7." -;>"'1 ... <,4.7 '1-I
.C;;>!'I? .'I?1;>
1S - I':' "1~"7J7.C; -I<-<;.~ <;'.7 C;~.~
.I)?~;> .~/f,?

TT~I'" ?~ft.JC ~~rnvo~ J ToaP'r<;\ ~PF ()P'O~TTO"~l ,

__ __ ._____ .. ----..J
:; T AlU T~aCT1V" Moro"· Ho~sfpn~ER fi~IO TE~PfRATURE POwEO ~FAT

llE$SlfTION oF ABB~EVI4TEO PRuiT

 •
4/17/)4 <;""5 S;-5 !lSf"0'S """nAL S~MPLf P>;08LF'" "4 - ATPCOfl;lHTIONED STATION-FVI':_ RUSH PAt;F:
,...
c:u~~aPY C'- , ~T~~ftT10~ Fon' 16A.~O TO 4C:O.O~ <;Ero~nc:
l
(T1,N~·Ll l~no TO ??"~ FT(~T"CT OF C:TA) -oTE \ FPOM NOnE ~ TO ~()"f c: i
AVE)/ACFep PoSITI~ A"'I> Nt/i"T""';
!
l ::~~:;1'" "!le'.!' '-T
,., ACNl£lnfp ,lIICUJ" lltlS 5"~ I'
??r:; . t ) rT A ... M II G F
c:,., VALU£$ 4·v Ci:1
4",11 .. I u
Sy<;,,,"y " '" '" " I
I
Qf~TITI~"I~G V,~lIJF VALUE TT"'f VALUF
rT"''' j
- . ----i
PC<;llIIII': ~rF:GATJvF: I
t'\AK1"11l.... ~U£ AalI£VT.D MINIJltICM ~LIl~ NIt/lifO -----1
S!'C1"IoN I.p. No.. t 'P4IRI H(j. TII.S S"IWIMAR l' JHI~INEr TW5 S\lll4ll1,4~r
A10 r- ~t) ... o;TF' f (~y ) ~ - c: 4747F<7. ~qC) • ., 101167. 4''>. () ?'i1'40Q. n.
,;::> "~LOCTTY Fe"" ,,_ c: ;r 1 II. 'l'lC:./l 4"1'1. 44~.O 1140. o.

At::> fLn_ ~IQErTto~ ;>cC;rE"T 1 (10." -.n

" - c,""'Z-r' S£GMEHT~P. No.
c: _ C I
j')::V-~:..... Lt; T;::"·... p;:'"O·Tr.d'.... ~ :&':: ~ ) ':;i-.~ CII.? ~f17. () <;1. 7 ,11
''l~.'
<:.7.7 4~I.t'I "().3 :1 Q O.O <;7.3 .(\
"-" ?
c: c: 3 C;G., 40". () G(l.e; lQl.1l <;2.G .0
.1-'
W "'v'-ILlT" QATII) ( L" /L~ ) c:
r:: _ r:: I .11;>11;> 17.'11. r .O?,,;> 404.n .O?O?
I .:; , .~;>~;> .,j?O? '11' 1).1 .0707
I-' .:; 1
,'',,.
:~ I"!
. .~?C? ..,? •" • ('?O;> 11''1.0 .n7o?
& Sl(fi5£:rl1f:NT 'X.I). ,..o,~

Av:~~~F 5F~~T~l£ HEAT r,AIN~ ~JTHIN THE SF~uF~T

~F ~.T "FLFO"" >cl'1'" TC,'IT"c;, 1l',<;T,,".r,y .. cAT C;O""'CES <;J~I'?Q ~T~/~P

~rF~~v-STATF ~~~T ~~r ~c,s 4?1\0.0 fillj/loP

-;-~T <;T"'" _?"n51'?5 BlU/l-R

----1'
.,

pEScRrPTION OF :SUHMIIRt' ()(.(TPI.(T

Abbreviated prints were supplied at ten second intervals during th _mu-

latio~ between 180 and 270 seconds of simulation time. These closely

spaced abbreviated !,rintouts provide the user with important information

on how the airflows, temperatures and humidities within the system change

with respect to time. The abbreviated print was chosen for these

ten second interval prints because they require far less paper than the

detail print and therefore saves in the cost of the computer run.

The summary totals were initialized after 270 seconds of sim~lation

time. A summary was then taken over one complete headway (90 seccnds)

from 2'/0 seconds to 360 seconds of simulati01: time.

The summary 9rovides the maximum, minimum, and average values

of the airflow rates, air velocities, and air tempera-ures o,rld humidities

for each segment. The average valuf!s are qiven for both p,'sitive airflcw

ar.ci negative aL-flow. The simula.t~on time where these maximum, r.1inimu.':l

and average values occur is also given in the summary.

The summary also provides the average sensible heat gains within each

line segment. The sensible heat release from trains, unsteady heat

sources, VjSCOUR heating, steady-state heat sources, and the heat sink

is given for each line segment. In additj on, the sensible :-.eat ahsorbed by

un<:1erl'latfol:m exhaust within each station line s<!9'Inent, and the heat release

from ~r.vi!:onrnental cont'tCll sy~':e:ns in ea<;h <;Qntrolled ZI')'iE: segment i!1

gi'len in the S'Jnuh,uie~.

SES outp",t is (1.$ foll"'hol:

S'Jl'l?ose <l l:lot 0" t'l(! <In'rilq( dry·,bull.) dir temperature within '.:r.e

sy~·~'.!'" sb~'l.lated i!1 sa"\pl-: r!"rl,,"~ !\o. 1 ls uesired. Ti:e '.ls~,r should

pl.ct the i1"p..1:"ag~' dry-bulb air tem.Kr,:l.t .... res found in tht! last summary

taken in the si;\\1Ilaeion. In t"ja CI!',S~1 s;!mple probleM No.1 has only ')n",

13-10::'
summary t and t:1e plot is made using the values found in thi s summary •.

The plot of the average system dry-bulb air temperature distribution

is shown in Figure 13.10. From this plot the us~r can see that the

average air dry··hulb temperatures in the mezzanine are much lower

than the avere;.ge air dry-bulb temperatures on the platform. :::n

addition, the t:.ser can see that the average air dry-bulb tf'.mperatures

in the single-bore tunnel at the W2St end of the system for route 2

ar~ approx ~ately 5 degrees Fahrenheit above the average dry-bulb air
temperatures in th~ single-bore tunnel for route l.

~e reasons for these temperature variations ere as follows:

the mezzanine receives no direct heat r,=,lease from trains, whereo~

the pla.tform u.rea recei';es tzoe:::;endcto.,5 am'::~ts c~' train ~cat. 'IIii:;

fact is evident in '.:.he purtions of the surrrnd.ry that provio,es the

average sensible he!lt gains w:thin these static.n segments. In addi·

tion, the n:ezzani.r:e is directly connected to the cooler ambient air

via t.he sta,irwllY lead inc: to the 3treet. The inflow of relat i vely cool ambient

air (90 degn~es Fal;renheit) tenus to keep the mezzanine area relatively

cool in comparison to the pl'ltform area which receives large aJ:lounts

of heated t~~nel air aue to,the piston action of tha tra~ns.

The average dry-bulb air tp.l!lr~re.ture in the single-nilre t~mnr.l

tor route 2 is higher thar: the average dry-bulb air temrerat'..U'e in

route 2 ar:d ~o thlr~ rail lasser in tte a~ngle-hore ~lnr:pl rortlo~

n ceans of det.ermi.nlng whlt:h f.:-eas (if R.ny) within a sJ-stem l'-::q'.lire

~

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 T

more efficient ventilation. This plot is only one of the many plots

that can be made to obtain much useful data on a system from the SES

output.

~--

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I
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r"'I"r":~ .. "':111'[1['""
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TQA'~STT Ur:VELOp",rNT CORPORAl 1011/

AWl\lI.X x.OXX~)( XlUJ(X

)( ;; l\
AIXXX X.o:.HlI. .XXXl(
)( ~ )C

It X ~
UlIIlX)I. U)cUXX )cXX)c)cX

~U~.~, ENVI~ONMFNT SI~ULATION

SIMULATION OF

:.t~ 1l~;:""5 "''''''U.L 5A"PLt: i>.W.. LEM ", - IJNAIIlCoNI)JTlnNt.1J STATION

i7...-
1= I '-l4flOr-l S'':>lc'' wITt< !.1~GLt:: dO~E TUN!l:tLS AND DOUI:ILE-TRACK TUNNEL

!;P TIo", "4:> ...t .:i .... I .." - ~ AI1AIJ'i T FAN LOC,UEO 1"1 OOU8Lt.-lHACK TUNIIIEL

O~:.lbll/ Tl~E 110~ H"S JUL\' 2("14

~o;/04'1"

PREPAPEO B~ -

PARSONS. tRrNC~r.RHOFr.
QUADE , CCUGLAS. INC,
NEW YOA~. ~W YORK

I", __ ~_ _ ______ ,_
,I
I• II
____ _
I II
,l-l____..,._ Ii
11,11
pil%ifiMif ~::W~I'~"III"~:IIII "'I, '!"'I"f '!'
'-",~'''''""I''
1 I,' '. '-'T
",..,,, sn SES US~'S _AMJAL SaMPLE PROBlEM -. - ~A'RCONOITIONEO STATION PAGE
B
INPUT VEPI~ICATION or GENERAL DATA
rOflM IC
TRAtN PE~OAMANCf OPTION , ....I.ICIT

TEMPERATURE , HUMJDiTy SIMULATtON OP11oN YE~

~UMIOITY DISPLAY OPTTON HUMIf)11Y RATIO

ENVIRONMENTAL CONTROl LOAD EVALUATION OPTION 8yt1"S
"EAT SINK $UVMARV PRrNT OPTION
" eytl'SS
SuPPlEMENTA.Y OUTPUT OPTION
"
II

ALLOWA8L~ SIMUlATION ER~S o

'LLOWABLE INPUT ER~ II

,.. NUNSER or LINE SEGME~S 14 FORM 10

W
TOTAL NUMBER oF sECT'~S .s
4
,..,..• N~e£R or VENTILaTION SHaFT SECTION~
• NUI'R[R ~ MOUES IS
fjU..8ER oF ....NCHED JtfNCTlONS 1

NUMBER or POATaL~ 3

NU"8£1t O~ UtfS;TEADY tw.lT SOURCES o

HU..8[. O~ F'N TYPES
NU"'B[1It OF TIUIN ROUTtrS l FOIIM I[

NUMatilt OF TlAIN TYPE~

NUMBER or [NV,RONM[NTAL CONTROL lONES

SIMOLA'l'IQq 'I'1UIMlNA'l'IOM
UNSTOPtIINGIVINDMILl!NG OPTION
"1
IllUMB£1I cw TIt,INS IN OfIERAT~ON AT INlTlAlIUTlON 0

I:
I'!
II
",,1111
I! !I i,.;; 11'1111 m ' It . :
!!I
-_...,

'.5'0,VI':l <;lC; 'Vo" U::'t"t." " • .,.UAL SIl".,Lf P>lClrlLf" "I - \JI>JA'~COI\IIHTlOI\IEO STAlICH PAGE

I~pur ~EHJf!C~TION Uf GlHfN4L OIlTA

UtSIGh HUIJI? WElIThe,R OllTA

AMtllt..l AlII U~"'-\l"LR ....... ,",Hu .. r 90.0 ufG r fORM If

AMelt···, AlII .. t;:'-hULIl If;11'""'AlI.I"'t;: ~O.O OEG r
Al!t8lt·· T dAPOI-tE '" 1(: P.?<:.::.Su .. e, i'9.1;0 IN. HG

A"'tlt~T AIR UfNC,lTy .00U' LB/CU fT

A~lt."'T I<U'4W(fV DIlTlO .02017' Lll/La Of LRY AlA

A~Jt.NT wELATIVf ~UM'ul'Y 6<,;. PEMCENT

UAILY WtATHE~ DATA

",,","1,(' ''''tllfON' AI"! tl~Y-bl.Le n .. pt. ... Alultr. AtI.O DfG r
MllRNI·'.b A"'~I£"'T AIR ....::T-tlLLe Tt.H"tllATu .. t 70.0 ClEG r
AI'tiIJE"" "1J"lfllTv OATlIl .0,36lt L8/La OF CRY AIR

EVE';' b UII Off .. 0111; A "d1f.1\ 1 AI R UH'I'-HIJLe TE"PE ... arUNE 90.0 OEG F

EV(Nl',(, 0'1 OfF HOIII, '""H''' AI . . . t.l-"uLIC Tt .. PEw~'llHE. "0.0 OEG r

ANtI.1 EN' """'11)J Tv .. 4 TIll .02'011 lIVL8 Of CRY AIR

ANNUAL "'t::"'HE~ OA U
I~11':
AMPLlluUE OF ••• ••• 'AL T",",Pf.r.uu"E fLUCTtJUION 20.0 DEG F
i
t.VF':"ht. PURO'" liE IGHT 150. LBS FORM 16
U"O(ltJ.LATfIlR'4 f. .... GUST (FFI(TIVt. ... t.::.~ "'Mtll TJ4~I~ .:> 3!llt'PEO o. PERCENT

~""'L"fOHI4 fllt-Allsr t:FF~CTl"f.NE::.~ "' .. til ......... T5 MOVING O. PERCENT

........ liM TIUI .. sprl::O AT .. "IC'" 7H", U... Of ... PLAT,.., ..... ,-.,,.!,-IIST SYSTf." OPERAf[S .0 '"'PH

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hHL"S \IF l(JOP~ .. ,,:.~ 1 ~·I- IM~OUb" ",.UN(l1l:.tJ JUNfTIliNS

11111£~"AL p. TEu.....l. LOOP Flo.}" StCJhlN TO SECT Ill'"

~ot. -lOuE. hO"'H.w lNIE"'II"L (JlTt:"""AL JlHEII"AL ExTEQNAL
NUI"HEU NUN''':''! "'ll"t£~ ""04ttt.P .. O..... fiJ NUM>lI:.R

1 ST~A1G~T-l~M~UG" JUNr.llUN UW PORTAL

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 .5',.."., SlS Si:S v~t:"o~ "A"II,ll. S.MPLE PIIOtiLEM "I - UNAIWCOlIIlJITlONlO 5TATI~ PAGE

IIIIIPUI V£RIF ICATJtm 1'0 01 LI'.", 51:"'·EI'oT I - wf.ST PO~TAL TO llao FT - ROUTE t rORM 3A

LIN( ~E.GMfNT TYPE CTUNNlLt

UJI.G'''' IClO.OO FT

tHOS~ ~ECll(iN APE. 300.0 SI} F'T

Sl6li'£Q FORM :J8

Pt.lltl"- nNS ..... ? " ... ,:> TOTAL PEllt"'ETEN 68.7 r,
. RIalGI",t.SS ~EIGHiEC ~YER'GE
llllGr .. ~ .011(1 .03'15 ROUGHNESS LENGTH .0282 "
"yuq.LLJC DJIM!T£P 17.5 fT

UlA f lYE ROIf6H,w.SS C f/l, , .00162

FULL' ll~qUlENT fplCTIUh F.CTOW 00228
SlGMt~T TOTAL HFA~ LOSS CGEFFICli~'S ,",osn I VE "lEbA Tl YE 'OR" lC
FLO" FLOW

al Fo'n,APo} lltoI T .r1 .00

aT dIC-IIAPI> L I~tr .s,; .00
::: lilt TTEt- .ILL SU·H' AC t. O. PERCENT

NUM~t: .. OF SUHC;f.C"'f"'TS
:::
.. NUM8t .. UF STEaOY-STln. HbtT sout/CroS
1

nAIiIlN6 FN(lI'~" FORM 30

SUIISt;.-iIOE'" T "t,,,SEG·'t.Nl S'Jt'''Ct ~Tt,AO,-STAT~ H~AT "'4ft.
...... -t,R "IU"'l1t'l IYPf ~E"'SI dLE _ LIITr'll' JDENTIFICATION
I"TIl/hlil CI'TU/tiRI

1 T.. 1I11 7011. O. JRO RilL LOSS. TUNNEL Ll6H1ING

ST... ' ''16 """)1"'" 'OAM 3E

SUllSt.·;~IiI' su"Srr,"I'.HT -aLL ~" .. FaC-: '~ITJ.L AIR TEMPERATUq(
. . . . t,1l NU"'rt':.~ ,r"'''e.wAIU .. [ aJofY-tfULn IoIET-HULti
101:" ". U,E.G f) WEG fl

T.. :·;j "'0.0 "V. n J,lII.O

 I I
I
·5'••'/!I c,t:s St ~ lI~t."":' ....IIIU .. L ~""''''Lf '"Kll"L<:M -\ - lINAI"'CIJN"ITI":~"'O SlAT 10"1 PAGE I

INPlIJ n~Jf IC4f10Of !'"ON LH.( c,-:(,"J;"T I - l 11~Q 1U I?O~ rr - ROU'~ 1 rMM 3.
LiNt ~t~I~T 'ToE HUNNELl

LO.l" 1(iO.OO F:

C"'055 :.ECTI 001\1'1£" 250.0 so n

SlGMt.'.1 FORM l8
ptTdlJ!' lENS "1.1 U.l TOlAI. PE~IM£lE •• 63.8 F'T

AUIJ&t-'. " SS WEIGHTED AVERAGE

lUlI61"'" .O~111 .o::v::. ,;OUGhNESS \..iWGTH _,,282 F'T

"'IlfiI'''I.ILIC DU"'t:Tf'" 15.1 FT

REl."wt. !<OUf,H'.t;.<; I fJ'l. I .OGIt'O

FUll' ru"~uU''''T ,I:II(T1' F_CTQ'" -01340

stlNt'" II)T,,- ""'jiM lO~~ t.I.EH Llf.'-l5 PllSlllVf NE6ATlVE FORM JC
t _(, .. flO"
A' FOR.A'I'-' t(1I1T .n4 .00
.. , !t .. CK ...... :) Ll"'xr .1..'U .U4
::: 1ft. Tflu w"LL SU"''-Ct o. PEWCENT

NUN. . - OF ~1~S~r."~~TS
...
:: .....-: .. ltf STEADY-ST ,HE Mlll 5')b Q Co:.::.

ST .... Il-.G Eo,olll,.b FORf4 ::0

5li. if hM£ III , 5,,..::.£1",",,'" :iUU"Ct SltAl)T-S1Alf HEAT ~ATf
...... ~t.W NU""I"'~ 1'(1"£ Sl"'~(rllE lAlE"" IOENlIf'lCIT 11»1
.~TU'H"" (bT~,rlR'

1HltIJ 7011. o. 3RU RAIL LOSS .iONIllEI llEHTlNG

5T.'1N6 l""'I'lI/ofb FORM JE

5UIf!ll;('II!f.IIIT SI.lftSEG'"'f:Nl .. ALL Sl"''' .aCt: INITIAL AIR rEMPEHATUqE
. . . ·:~R Il10'',,,,,, If-!:'1AII,J''J:: PR'-aUL" WET-RUlD
Il.l't.'~ 1', cutl; F I IDEG FI

I T"'1it) "'1).0 ... .,.:) "c.o

I
 • So' "'.., 1!> c;~ S St!> I))t.""·!> ".~"L !>" ....LE "'IJOulE" -, - U.'AIRCONU1TIO"lED STATION PAGE.

HtPUI 'E~IF1Co\l[()" F'O" ll~ ~ <if!,"':"- I I - ) l;V~ TL ,~O~ FT - RQUrE 1 fORM 3'
lJ~ !>t~f~T TYPE ITUNt<lEl.

Lt.IfoIG'" "00·00 FT
CI<OS:!o ~t.CT (0:-' AREA ?2S.D SQ rT

SfVtoll.·. T fOP" l8
Pt.R .... Tt.~S "(I.J ;?0.1> TOTAL PEW1MEnR 60.9 FT

ROO6t"'" E !> S ~EIG~TEO .VE~A6E

.,,~":': ... .C29':> ROUGHNESS L£MGTH .0274 fl
It.NG1'''~

HYOR.~~JC OJAM~TEQ 14.t; n

Pi.I.&' &'IE P\lUG"'''F 50; , (.It:. I .001116

FI.Il.LY 'O"'~UlE ... , FQJ(~JIOH FACT')'" .0236

SfC.... ,.' TOUL I1f A'I LO:.!> ((.[H Ie It.re; P\l!:>l TI VE 'IE b III 1 VE FORM 3C
FLO", flOIl

.1 fOQ~.~n tlMIT .('0 .00

.,1 :tAC.p•• ~f) L ,,., r .011 .1)1

...... liE nt.1J .ALl !otl"''' AC~ O• PERCE.. T

~8t.~.Uf SI~S~r.~f-TS 'I

...
...... .....NBt .. Uf SlEauT-c;UH. Ht ~1 ~llu .. Ct!>

!.u.. " .... I'N.nl.!.. fORM JO

SIJ"lI""3Ft.IOIt :,\},,"'ct. ~l~AOT-:.TATE HEAT ~.TF
SUl3Jst WI£-'
NIJII'> t.1l NI}II>.,,,~ .,.,,"" :.EhS[dLE LAIENT JOUIl If :CIH ION
(",JII''''!?) "'lUtHPI
,..-.,' ~ .?'IO:". o. 3RO RAil Lv~~' TUNNEL ll~"T'NG

SU.... , .... 1'''00 11.(; f~M 3E

IUi)StCo-.;"1 S""SE6·~t ... , •• LL ~UhF~Ct: 1~I'lAl AIR 1£~PEAATU~l
NUl' -tM N\JIIbt~ ~ lE"''''E'''' UI"~ IltIY -dut. ~ iI~
T-eUII:I
(OtG F, CUEG f"I (OEG n

1 1 ...,U ~ ~O.O <;10.0 140.U

._--- - -.. __ ._--

Ii
'lil.l.
... "fe; S!-.~ U>c.",'> .. alll.,al. ~a-l.E P,,"UtlLE.H -, - UN"lfoICO,,",ULTtON(O STAHON PlGE
:5""'''1~

1'......,1 Ift:.HiflCATlOI-' I"O~ Ll'·E St,,"':.'" 2 - .. PO~TAL TO 1;<'1)0 FT - kllUTt 2 F'OfIM 3.

LI~ ~~E~T TYP( IT~EU

Lt.',.. 600.00 fT

c.. ess ~tCTI04'oI AQtA ns.o su FT

stilt.:. ,1 fORM JB
Pt_' ''. lEN'S 101),1 ?a." TOTAL P£AIME'EA 60.9 F'T

AUUlt'ltSS "'£16"1£0 AV(PAGE

LE"'T"~ .112'.... .I!?"" ROU6"hE~~.~ENG'" .0214 F'T
"Y".tJt.IC nul4F. It p tll.d FT

RELA1.VE pour.~~fSC; ( F/I. , • uOl'l6

FULL" '~"ULl"'l FI>ICflv" I'4CI.II'I ·1236

Sl.fIIII'!..',' lOUl '*'100 LO~~ ClEFFIClE:''lTS PO<;1 TlVE. "It.liUlVE fORM 3C
FLO'" fLOII

61 FOQ.l~n LIMIT .ll il .0'-

AI tlACII".I>:) LI"JT .~.l .00
....... _ "t:'j If ALL SII""" ~Cto o• PEAC~NT

~t~ of S~C;Er~~TS :)
, ...
I'N
N NUNBt:" of S'EAOY-5'~Ti ~Al Suv~~~

st',1011"... ~~I"'G fOR... 30

SU8Sf"~IIIT 54'" 'Sf" Uo"t. "'" ~UIJUCt: ~Tl'OY-~TaTF HEAT ~AT~
....... ·tll ",UO''''E~ hUE. !>lNS relE l~TENr IOE ... T1flCA TlON
Cd"JI .... , CHHII .. ol

11+""/ J "';>0,), o. JQO QAIL LOSS. lUNNEL LIGHTING

st... lJ 111& r ..r,lh& FOm. lE
~,"*"1 <;ua~"'G"'t: lit' _ALL "\J.. F"C~ I~J'IAL Al~ TlMPEQA1UQE
..... ·t,1f NUO<..e:~ Tl .... c !Q\AHJ,.. £ Utill_UlI'I _£1-flUlH
fiJt:.c, F) hltto F) COE6 fl

THPU , 0;11.0 '10.11 1'0.0

li:j!
i, t.~
,Ali:
I:"~'
........ :",.""""",,,
!

,,5'010.11':> <;€<; . SfS U:'[Q'S "A";UAL S~MPLf ~~IJt.Lft.1 til - Ut;A[~CorJD1TlONE.O STAtiON PAGE

J~PUr Vt~lfICaT'ON FOW LIJ[ ~~b~t~1 !: - .. 11'1'" Tn 22'0(1 FTI~rAIH OF STAI -.HE FORM JA
LINE ~EbMF.NT TYPE (TUNNEL,

LENGTh 600·01.1 FT

CkO~~ SECTION AREA 225.0 SQ F"T

SE.G.. ~· , fORM 38
Pt.RJ", Tt.~S 101).3 Zo." TOTAL PEPIMETER flO.9 fT

ROU6to··tSS WElGt4TEO AVERAG

LEIII61 .. s .n2 .... .02"'5 ROUGhNESS LO,GTt< .0274 fT
HYDRA',llC i)JAr~ETE'" l4.8 FT

Rt.LU I liE. IWUGI1t1"~., ( En ) .00H16

FUlL T lUIl'ltllnn FPICT h)"" f 'CTII~ .0236
5t.GME.'1 TOTAL .. ~.,., 1.0'>S Cl.E.FFlCIENT5 POSIT IV", ~JEbATlVE ftmM 3C
fLOw fLOW
AI fOIl.&1l0 L;~JT ."b .1)1)

A' t4ACKWA~O LTM!T .013 .00

...
w 1oIt. TTt" WALL StJ ... F ACI:. o. PERCENT
NlJMtlE~ Of SIJHSE r.Hlnc; J
...
0::: NIJMHt. w Of 5 TEAIlY-C; TA rt. "'1:.',1 SJU~Ct.!>

5TA .......6 ",,..nl"b fORM 30

SUBSE.o.:"E"" SU"Sfr.""NT S"'IJQC~ SlfAflY-STArE HEAT WAIF
NU"·t.Q I\j\.,·"t .. '1'DE SE1.sl"LE LII'FNT JOENTIf"lCnloN
("Tur'p) (tiTU/r'P)

T.. PH , 4?!lU. (I. .lRu RAil LOSS. TUNNEL LIGHTING

. ~T ... IING £,>1')1,,,; FORM 3E
SutlS:;hI'!t.Ioi, c.tJf'I!:.fG"'['H "ALL ..Ol<f ACE INITIAL AIR l[~Pf.RATUQE
NUf'··t.Q "" ....<lEw rf.",t'fq.,tJ"F.: UIiY-tiULtl \jE.T-HlJLt>
(ut.b . , WECo fl WEll f)

'MUll "l "'l.1I "'O.G "'(,.0

;L_
I

I, l
 'it .,
I'
. .. 'S/O_II!> ~r.:~ U':>€.IH~ "a/l:1jAL ~M4I'U. I'~OI-'LF.'" "I - UNAIKCOIIIIHTlUNEU STilliON p"GE

INPUI Wt~lflCallnN FOW : JI.! S~b~E~T c: - ~ Illl'v Tu nCI, FTISTART OF STAI· ~'E 2 FORM 101

LINE ~Eu~£NT TVP~ <TUNNELl

LEN~T" 1)00.00 n
CkOSS ~ECtIO~ !~E4 zZC:;.o SO F'T

SE6foI~:'. J rORM 3B
Pt;ii",lt~5 c.". ,! ~t'.b TOTAL PE~JMETER 60.9 F'T
1II0lJGI-" E5S WEIG"TEO AVERAGE
It.NG1 .... ., .~2"4 .n;>"~ ROUGHNESS LENGTH .~27" F'T
HYDRAUliC 01A~F.'Ec 1".8 fl

IIElAl 1VE ~OU(, ~,~

.. 55 ( F../v , .00181'.>

F'UllY TU~~UlE~T FPICTlu~ ~ACTOH ·0236

SEG"IEI" TOT.-L .. ~ AI) LO'>" (I.[FFlCIE'HS PU~I" VF t-4EGATIVE F'OAM 3C
FlUW flO"
.1 FOP~Apn tlulT .<0" .Oc
., IlA(K"'''1l L,'"n .;)0 .Oil
...
w VEoTTt., WALL SUPFAn_ O· PERCENT
NUMRf~ UF SIJHSEr.MP'T':> 3
......
. HU..Bf- OF STEAUV-sTATt "E\l 50U~Ct.S

SUlIllNG FI..n I"''' fORM 30

SUBSt.'~~'ENT SIJ-ISF:,;",f.,.l 5')')<>(0: ~T~.Of-S1ATE HEAT PATf
NU"'-t.P t,tl!-4"tH 'YPI: ':>t.N5IdlE Li!TF.NT JOENTlf"lCATlON
h'Tt'/l'i~1 (hTU/I1'1'
T..""o 1 1>120'1. II. JRU RAIL LOSS. TUNNEL LI·GHTIHG
!JTI,,<llhlj ""'Ill "(' FOP" 3E
5Uf:1SE""'EHT <;UHS£G"t: 'Jl IIALL SUhF'"CE INITIAL AIR TEMPERATURE
NU"~t.~ "I"lIOct.W H.""''' "A Ill .. '" Vt'Y-HUL., W£T-HULt:l
(ut.I> f' CUlt; F' 10EG 1"

THIIII 3 ~O.I! qil.~ ~n.o

1.
 ,.S'O .. ll!J C;~ <; SFS U:'t~'~ ""NU"l S6HPlF "'~UHU'"' "I - tlNAIrtCOCIIUlTlONEO STAnOIil PAGE

INPUT "E~r"'CArtO"l FOol U·.E Stu"E"r 1 - 1 STA~T OF ST4TIOM TO ~tST STAIA~A' FORM 3A
,I llNE ~EGH£NT TypE 2 (STATIO'"
LENGT'" 100.00 FT

CNOS~ ~CTION "REA 10C.O SQ rr

st:6HE\1 fORM 38
PUU .. ·lERS 1~.h 11<.7 lorllL PE~IMETER 111.3 F'
AtlUGI-t;SS wEIGHTF.O aVERAGE
lENGl"'S .f!Z'It .n3l" ROUGHNESS LENGTH _0199 F",
HYORA~~IC OIAHETER 13.9 fT

RtlAr J lit QOUGH'~I'"SS ( ~ ...... I .110125

FUlL' lUQ~ULENT FPICTIO~ fACTO" .0213
SlG"~',l lOTAl HF"O LO~S C~~FF1CIENrs P()SITIVE NluilTiYE FOP" 3C
FLO', flOW
AT FORwARO ll~IT .0(1 .00
A' IfAC~WAR') l,'"'TT • (Iii C!.""
wE. TTt., IU~l SU~F ACt; o. PERCE lilT

NUl'ltlE" OF SUtlSFr"·Ff.TS

~ HUt4Si" OF STtJlOV-STUE HE~l SIlU~Ct.~

STA'" ING "_01,.6 FOAM 30

5UBSEG"f.NT c;tJq<;".r,i"~£~T SIlUQCt. ST~AOY-ST~TE hE.T RATE
NU.. 't. ... NU"tlt" IVO>f SEN~I~Lt l4T~NT tDENTlFlCI,ION
(~TU'H~I (PTU'H~I

1 l~tJ 70000. Jf>()Ov. PEOPlE.lIGHTlhG. 3AO Rill LOSS

STAlUING Flllr,I/ojl> rO~M 3£
SUdSt.I.>M(NT SIJ'brr."tNT ""ll C;UHFACf jNITI~l _fR 'EMP£R~TURF.
1AI,,·:a:.M NU"'H~" l[<41't"",WHr. UHY-dUl~ WET-PUld
(Ot.& F' Cut.G • I (oEG f"I

rH,".' "0.0 9U.O HO.O

'I,.
'I, /1 iM;; R~"Wm~[~li:r'''''':::.:..:r:''':::'L~'~ I :\ r ~'~'~

.. 5/0. , 1:' <;FS ~r::" U:'!'.H':' "A"'UAL ,:>At.4PlE "~ObLf'" ., - UNUHCONUITIONEO STAfJON PAGE

I. I IhPUI Vl~Jf ICA Tlo~1 FO~ L U.[ ~"G·~l"'T e. 1'1 ;ojf:ST ENO OF "'E17.aNINE TO STREET EMIT FOf;:M 3A
LINE ~lG~ENT TypE 2 (STATIO'"

LlNGr ... ;>00.00 FT

C~05~ 3ECTION l~EA 1+0;0.0 SQ rT

SE6MEt..1 FORM 38
PlIH". TE.RS f:t-..,", TOrAl PE~IMfrER 11".9 FT
ROU6.. ·.ESS WEIGnTED AYERAGE
lU.GT":' .0,)<;'1 ROUGHNESS LENGTH .0350 FT
HYDRAULIC OIA"'ETE~ il.i n
RELAlIVE QOUGI1NI'"SC; I Ell. I .00165
fULLY TUR~lJlfNT fI1ICTIO ... FIICT\J~ .0229
S£GME"'I TOTAL HFA'l LOS':> ('l·!:;fF ICJEIiTS POSiTIVE .,EbAH IVE fOAM 3C
flOw FLO.
A' tOR~APU LIMIT • fJO .0(1
., ~ACK~AQU LIMI' .. 1. ;)(; "1.0"

....... lilt ,,~.J .ALl SUi.-F ACt o• PElteENT

NUfOBt" Of SlItlSf r,~'FI'.TS ;> .

N
..... "'U",8l~ UF STEA\Jy-c;TAa. . .t t l SilU"C~,:>

STAI<lIMi ""'Ol"~ FORM 3D

SU8SthHtNT SI1HSH'''tP<' SUUI1Ct "T~ADY-STATr HEAT ~AT~
WU"'''lll ... \I.... ~ " 'YP[ SENSldlE LATfNT JOt. OJ TI F ICATION
( ... TlI,"1J1 ("'TU,""/)

'1111U ? J(lt'1I1J o. 12000. Pt.OP~E.LIG"rING •• MiSe SCUQeES

~UkHNG FNOPJb fORM lE
SUBStbHENT <;!1/iSF.GMENT <l6LL C;UI<foIoC!'. INITIAL AIR TF.MPERATURE
NUf'-r.H NlJIo'!ilw rEM"E~61 Viof U~Y-IiUUI .t:i-HUUi
tutti fl (ut.G F' (OEG FI

TI1I1I1 "2 "".0 qo.n 1'1(;.0

i.:
~; :1],
f .. ' 'W ¥'",~"-.I.

,,1'
I"i
1 SE~ U"tl?'!> I'AtIU&L ~AM"'LF "I.IOI:IU''4 -I - ll",. IkCO",UI TlONEU Sf AnON PAOt:
!r .. 5'0""5 "'''0;

IhPUi VERlilCsTlo", F0~ ll\E si6ME~T .. - '-I PLATFORM AREA HETWE(N STAIRWAYS fOAM 3A
ll~E ~tG"ENT TYPf. '2 (STATION)
LENGf" 1000.00 n
C~OSS ~ECT~ON AQE_ ·/oe.c sa F'T
SEbl'lt,,,T f'OA" 3B
PUUI"-:lt.HS 7".1> Jd.7 TOUl PE~ J METER 117.3 n
ROUGto'-;lSS WEIGhTED AVERAGE
LEht;' .. !> .OZ«'2 .eJl'2 ROU~ESS L;::NGTH .0199 FT
HYDRAULIC PIANETEI? 23.9 FT

RELATIYE ROUG""'''SS ( Ell; , .00125

FULLY TU~HUlENT FPICTIO", FACTIJ~ .O;lI3
SEG"~I.l TOTaL /'IF AI) lOS!> (.I..EFf lelENTS POSIlJYE ",EbATIVE f'0AI4 lC
FLO. FLOw
~l FO~.ARO ll .. IT .00 .00

.at tlAClCloIARIl l '"" .:to .00

I.. wt. TTt.1J wALL SUHFACt, o. PERCENT
17 NOMIU,k Of SIJ9S!,:r;"EN'S 10

5 NU~Bt~ OF STE_OY-STATE "E~t 50UQCt.S '2

1

lI7 .. ", , 1",,1; E.-.ol:.lu rOAM 31}

I 5UtlS[hPtt.NT SIJF!!>rG~l"" SUuJlCt lITEAOY-S1ATE HEAT kATE
NU" U~ Nll"4t:!t.~ TYPE 5t'~S ItilE laTE"" JO£NTlFlCn ION
(1:11"'''''<1 It<TU/I1~1

1 T ...tlU
• 201'OO~. lIoIoGOO. PEOPLE ANO ~J&H'ING
i TI1RU "It-DOO. II. JRV RAIL LOSsEs
"
STAHll"'G ENOI"!t. FOfUt 3£
SUdS[(,I4!cNl C;U~!>EG"'~N' II"L" C;,,"FACt. INJTIAl AIR TEMPEHATUR~
NU" ... t.1c NU"Ht.H TE ....fIU Ilh.( U..... -tlUl., "ET-tiUUi
IIlt.b FI IUEG Ft Il.IEG F!

l ... 'W '10.0 "(j.d AO.U

"

b
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1,,·:"!!II'II1!11 '1Il,!ll t,:
~ ... ,.,..,
.
II!'
i
II :..5/(),,'l~ .. Fe; ~t.S U::,':')I::. .... NlIll. ::'IIMI'I.£ "'~ObU.'" -, - lJNAIHC(jNUl)"IONED STAHoN PAGE
I'
I',
" IhPUI VtHIFICA110~ FO~ LI~E S~~~E~l II - 1:l ST~fl'T t~lT TO ~AST E.ND Of MEllANl"'E FORM 3.
LINE ~L6M£NT TVPE 2 ISTAThIN)

UI\fG," 200.00 n
CHOSS ~tCTIO~ A~EA 450.0 so F'T
SlG..t.i!T FOAM J8
PERIl', TLIIS ~4.q TOTAL PENIM£TER 84.9 Fr
'1II0UGI"'lSS wEIGH'ED .VERAGE
LE"'C;,,,::, .03t;u ROUGtolllESS I,.ENGrH .0350 FT
"YDA'~llC OIAMETEQ ..... 2 F'T
AElA I • WE r,OUGriNE SS , Elf, I .00165
P'Ul..LY IUReUlENT FQ IC1 rUN F ACTOk .0229
SE.GIIiIt.~·l TOTAL Hl'Afl lO;'::. ",""F 1(1£ ... rs POSIT IVF N£lJATlVE F()Att lC
fLO", ~lOIll

" F OR .. "RI) LJ .. n It, .1I0 41.ao

" ~"C~ .. "RQ ll",IT .(,0 .O~

1ft TTtL· wAll SlJoFIICE. o. PERCENT

I:,
} , il :

'i
""",,,FJE" UF SlJ~5F:r."""TS 2
NUM8EI- Of STEAf)y-Slart. "'1;.4' S(,UUCLS
i:
l i'!

5", .. 11 ...6 £"'!U"'li FORM lO

!WIISf""ENT 5I1<1:'o£6"UIl ::'OU"'(.t. ~TtAOY-SIAIE "t.T ~4TF.
MJto-EH ~1I"'tI':Q ''fPf $EN~JdLE L"F.NT IDENTlf ICAl ION
I~Tu/H~) l~rU/"~1

TH~lI ; .Uf·O~O. 7;:>000. peUPLE,LIGHTING,- MIse SCU~£S

E"'Or,·'~ F'MM X
5""'1"6
MlBS£bMtl'lT e;u,",srG"'u" -"lL C;Ul<f",CEC INITIAL AIR TEMPERATURE
"'~l:.H NUMoJ€" 'E"'''t.II,,'I)IoE UHY-~UL~ .eT-BUL~
(l)t~ FI (OtG F, (UEG FI
TH"l1 .. "".0 '10.0 1'0.0

ll:
I'
I
~-
i
~
 ~·~."~I ","'"'"'!:
I, 1i~
:!,1 i!
lie ~5/D41 ,o, S~'5 SI:.'l U~f.Q "0> .. _NUIIL !>AMPLE P~Olllf_'" _. - UNA ~RCONDI TIOt.lEO STATI~ PAGE
r l"lPUl V[RrFlCa trOll< F"Oo( lIr'.f

LINE ~lb~ENT TYPE

Stu""''''' ,,, - 11 E'~T STAJ~WAY TO [NO UF STATION
2 (STATION I
FORM 3A

LENGr .. lClO.OO F'T I,I

C~OSS ~ECTlGN AA£A 700.0 SO ~T

SE GfoE II. 1 FORM lB

Pt:RI"'l~PS 78.1) 3d.7 TOTAL PEHrMfTEP 111.'3 F1
ROUG"'.lSS WEIGHTED AVERAGE
LllOfGl .. ~ .'1Z~2 .0312 ROUGHNESS LENGTH .0299 FT
HYDAII~LIC OIA~E'fg ('3.9 rT

MELAfiVE ROUGH! :SS ( fll, ) .00125

FULL Y fU"quLENr FPre, Il)t~ F 'eTI.l~ .0213
St.GMEr.I ,u'-~~ "IZAtt lO!>S CtEFflClE"ITS POSllIYF. ~lEG .. TlVE FORM 3C
. flO • flOW
AI FOlh"',~') I lllU • 55 .00
A' dACKNAPI) LIMIT , (lI) .00
t
IIIl TTt::I) IIIALL SUI>I"ACE O. PERCENT
17... NUHfll< OF SlJt:lS£r."'I':"IT5
N
.. NU"Ht::~ UF STEAOY-STAff- ~l~' 50U~Cl~

STA .. " ...6 ENOl;,\> FORM 30

$U8Sl' .... f. ... T CjilF-SFfi"':.,..' SUU"Ct !>TEADY-SJATE HEAT RATE
NU.,.,lR IIIU"HE'" I If"E !>tNSI~lE lATENT IOENTlFlCAT ION
,,,,TIJ/"''') ItlTlI/HRI
'r4RIJ ll'UOO. 3"'000. PEOPLE.LIG"¥I~G. 3AO RAIL LOSS
STA",I.lN.r. F~I"'u FORM 3f:
SVBSt.',Pll "I , "'Ufi~G"~_'H .. f.t..t. ,>uI(F _C!: INITIAl.. AIR T~MPERA1URE
o;U"':-tw ~sU"-1t::~ fEI'II"!:.wjJ,lUftf O~t-dUL~ ~ET-eULII
lOCo\> fI (U~G fl (UEG FI
I THRt) "':>.0 ....0.1) 'lo.o
I

'::I~___
,;~
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I!'!f I';' ji"" I!> ~"S SF:::. O::'['HS I'A .."aL :,AHt>LE PI<\.IbLf..i>I ". - UNjI,lHCONOITIONED STU'ON PAGE
Ir
INPUI VE"lfl(."TloN 1'0'" LHE 'i~l.il'!t."'1 13 - 12 STATION END TO EAH4Usr FjI,N AT 3lGOFT FOfJM 3.

LINE ~t6~E~T TYPE !TUNNEll

1\"
lE"'Gh. C;OO~OIl FT . ,~
,I '~

CkOSS SEeTlG'" APE .. 1000.0 S~ F"T iI

, !
5EG~"'~.T FOAM 38
ptAI"'·'t.QS "2. 1 ,,,.1 TOTIIL PFAIMETEA 78.8 F'
1I0UG.... t.SS IIElbHTED 'VEOAGE
lE.N6T"S .nz"O .0301 ROU6HN£.SS LENGTH .0296 "
H.,"lRAI.LIC OIA"~TEP 20.3 fT
I
RELA'IVE AOIIGW'E'SS I fit. I .001,,6
Ii
FUllY 1UA~ULE~T I'PIC110N FACT~ .0222
SEGtot.", TOUL HF.;.n LO:.S V"EfF"lClt:NTS POSItIvE NEt.4T1YE FOQH 3C
FLOw fLOlil
I f FOPII .. ",) LIMIT .00 .00
.. , ~"C"W.QO lt~IT .flO .1" ,

...
w
liE T ft.., • "ll SU"''' ACt. o. PUCENT
, NUMRE." Of SIJl's<:m'fIH<; :)
...w HUMItEk Of stF.:.Oy.sT.n HE .. , !OUURCLS
o

5"'.......G F"'Oll\oli FORM 30

sueSE ,.~iE '" T SI/IlSF.:6"tNT SoJUilCt. STEADY-STATE HEAr PATf
tID'" ·tu 1Ij1.1O!"t: ... .YPE SEhSI"lf. lUENT IDENTlFlCUlor.
(~TU/H", (1l111/HA,

THAll :) SlOO,). o. JRD ~AIL LOSS. TUNNEL LIGHTING

SUt<llIllG I'NDIt.lu fORM 3E
SUflSt.t.Mt.... T C;UfI Sf C.ME N1 IIALl SUl<f ACE INITIAL AIR TEMPER.TURt.
NVI"~tR """"tt€H l£ /Ot'lll .. I tJtcE OWY-t!Ulli WET-aULb
101:.1> F' (ut.G f, WEti rl
T>tflU 3 "JIo." ~o.u 1"0.0

"

~
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,5/0"'" C;J'S sr:) U':lE."~ "."'UlL ':IIMPLE PROl1lEM -I - UNAl~CONOlTIONEO STATION PAG[ I
"

I PfPUl nQtFIC~"ur. F(ilo U"I; !';f:Go.:t";\IT 15 - 13 E X;,4UC;T f AN TO 1700 Fl FORM 3A

I
LINE ':IEGMENT TYPE nUNNtL,
I
Lt.N61t- ltoo.oo FT

CHOS~ ~ECT.ON Ak(A "00.0 SO FT

SfGl4t,.T FOAM J8
PtRI"- 'E~S "'2.1 26.1 TOTAL PtQIMETEA 71.8 FT

RO\JGI".t.!>S WEIGlfTED .V£~.tE

L£H61"l> ./\;>'"0 .031i7 IIOUGHNt:ss LENGTH .0296 f"
, "YOH~ullC OJA~l'E~ 20.3 FT
"11'.".
~ELA lJ WE. QO\JGlfUf'SS ( fit ) .001 ..6

FUl.lT lUII'!ut.frlT FI1ICTlUN FACTO'" .0212

St.GtIt·.l TO'''L H~ AI) lO!>:' Cf.EfF ".1::""5 POSITIvE NEb"lIYE FORM X

fLOw flO'"
. . FOlhlAIl., tt .. n .I'! .011
'J !:fAC...Ao'/lI LrotH .00 .00
...
w WETTCu WALL SIII>FACE o. PERCENT
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LJ~ 3t.G~hT TYPt InMNELI

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~NOSS ~lC'I~ AREA 100.0 SQ rT

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SECTln". Typf (VENTILATION SHAfT.
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~E.G~Elfr 10TAL HE"O LO~S COEFFICIENTS

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5t6ML~' C"A~'Cl~~tSTIC~ FOR.. SO
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I~PUT v!:HIFllbTIDh OF NUO[ IIbl.

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NODE ,t.1OI00VNA"rC TYDE o STRAIGHT-THROUGH JUNCTION OR PORTAL
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~IJMIOITV DATIO AT !SOu/OARV .0202' LSI'L8 OF CRy AIR

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NODE 1t,1OI00YN"",rC TY"f 0 STRAIGHT-1HROUGH JUNCTION OR PORTAL

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'NPuT V~klfi~ATION Of NOOE. UATA

NOOf. 'u"l'f~ C; FORM 6A

NODE ·t~OOYN.~rr. TYp~ 0; 'V' JUNClION

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NODE ut~OnYNA~IC TYP€ 3 'T' JUNCllON

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NODE .• I:.ROOYNA>4'f: TyPE o STRAIGHT-THROUGH JUMCTION OR PORTAL
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~u"'IOITY I<~rln A' ~OU~GAHY .0202 l8'lB Of CRY AIR

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NODE IHl!oIOlOOVNA"h: T .. "t 3 tTEMP/HlJI'ID H.C.J

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S'tSTt.. SENSIBLE UTENT AIR "Ufi4IDlTv AIR AIR '''lIN POSITION
UNGTI'! PIRTI'IOt!ING HEAT '-DAD HEIT LtJAO TEMPERATURE RATIO "LO" V£LOCITY RT! RTE RlE ffT£
ffTi fBTU/SEC. IBtU/SEC, fDEG n (Le/lB' (UM' (,PM, 1 Z 3
"
1,'.0 1 - 1 fT~'I'oI~EU vfST PORTAL TO I1ftO FT - ROUTE 1
1 - I - .2 .0 1;10.00 .02011 .0 .0
I - 2' (TuMtELJ 1100 TO .200 FT - RO"TE 1
•••••
1 - 2' - .2 .0 qO.GO .02017 .0 .ii
I - 3 nUtte.Ea" 1200 TO 1600 FT - ROUTE I
•••••
1 - 1 - 1 .0 110.00 .02017 .0 .0
1 - :J - 1 -.
." .0 110.00 .ft2ft1 7

2 - 4 (TUNIiIELJ PORTAL TO 1600 FT • ROUTE 2

"t.'
... 2' - 1 5.7 •0 '110.00 .02017 .0
w 2 -
.-
4 - 2 5.7 .0 90-00 .02017 ••
2' -' 4 - 3 5.7 ·0 110·00 .020J'~

VI
..,"" IU·,O 3 -lt3 (VE"'llATION SH."" VENT SHAFT AT 1600 FT - ROUTE
1 -ltl - 1 110.00 .0<:011 .0 .0

6,.1 .. -114 (VEN'ILATION SHAF" VEN' SHAFT AT 1600 FT - ROUTE 2

" -10. - 1 110.00 .02011 .0 .0

..... !S - S .TU"'EU 1600 TO 2200 FT.STIRT OF STAI -RTE 1

5 - 5 - 1 .4 .0 90.CO .02017 .0 .0
5 - 5- 2 .4 ·0 IIO·CO ·02017
0; - 0; - l .4 ·0 1I0oCO -0201 7

6 - 6 fTUNtIELI 1600 TO 2201 FT (!;TART OF STl)- RTE 2'

••••• j i
1 5.7 .0 qO.II,' .02017 ., .i ! '
6 - ~ -
6 - 6 - 2 5.7 ·0 90·(l1! .02017
6 - 6 - 3 5.7 .0 ?O·O" _ft201 7

..... 7 - 7 (STA' ION' START OF STATION TO wEST STAIRWAY

1 19." .0.0 90." _02017 ., .0 I
,- 7 -
I
III

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I
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1 ......
11
I 201·' 8 - 8 'STAUGN' VEST END OF MEllANINE TO STREET EXIT
!:
It - III .. 1 13.9 10.0 ClO.(lO .02017 .0 .0
9 - III .. 2 13.9 10.0 ClO.OO .01017

..... 9 - q ,STAnGN) PLATFORM AREA 9ETvEEN STAIAWAyS

q - 9q -.. 1 19.2 10.0 ClO.1I0 .021117 .0 .0

9 .. 2 19.2 to.o 90.00 .02017
"9 - q - 3 19.2 10.0 90.GO .112017
9 - 9 .. 4 19.2 to.o 9".041 .02017

,. .. 10 -H' (STA''''''A'' ~TREET LEVEL STArkW~' TO MEZZANINE

CI'.OO • III 01 7 .0 .0
to -H' -
,... I

2•••• 11 .. 10 (STAUGN' <TAEET EXIT TO E'ST END OF ME77ANINE

'''' I 11 - 10 .. 13.9 to.o ClO.OO .02017 •• .0
11-10- 2 13.9 10.0 90.00 • 0201
'
"I 1•••• 12 - 11 (STATION' ~AST STAIRVAY TO END OF STaTI~N

:) I ::: U .. 11 - 19.4 10.0 ClO.OO .02017 .0 .0

, Ii,
5'(I~O 13 - 12 (TUMfc[U ~TATION END TO EX"AU~T FAN aT 3300FT I:
~15 I'
13 - 12 - I 4.1 .0 CI',OO .CI2011 .0 .0
) I 13 .• 12 - 2 4.1 .0 90.00 .01017
3 4.7 .0 9•• 410 .02011
." - 12 -
)I FAN SHAFT AT 33G. FT - EXHAUST NOOE
46.l ~4 -114 ,VENtiLATION SHAFTI
.4 -114 - I ql).OO .0-,.7 .0
••
4 •••• 15 - U ,TWoIr.fU F..HAUsT FAN TO 31.0 FT
S.l .0 ClO.OO .02C1I7 .0 .i I
1'5 - 13 - I ::1
15 .. 13 .. 2 5.7 .0 ClO.OO .0201'
;il
,.... IS - '4 (TuMlcEU " •• FT TO EAST PORTAL AT 4000 F! 11
i
15 - ,4 . . 1 4.3 90.00 .0201J .0 .0
.5 - 14 .. l 4.3 ••
.0 90.00 .0201

[flO or !ES I_PUT Y(PIFICATI~~ • ERRORS WERE FOUND.

E'ECUTION 0' THIS SUBwaY EN¥IA~NT SIMUlATION IS 10 PROCEED.
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(! '41"16"" !ES SE! uSER'S ....NuAL saMPLE PROeLEM -'I • UNA.1A(ONDITIONED STATION PAGE
",

fJh£ ....... SECONDO; 2 TRAINeS! ARE OPFPATlONAL

RT AIR TRaCTlvl': MOTOR HORSEPOwER GRID TE"PERATURE POwEP MUT
ntalN t Y LOCATION SPEED AeCELE~ATION nRAG COfF. OF EFFORT CURRENT TOTAL AtR ACCEl. DECEL. lCiSS REJfCTlON
NO. f P (f£U' (MP"" (MPH/SEC, (US. AIR DRAG ClBS.·MOTOR, (AMP5, DRAG (DEG F, ,DU', 'ATb/SEC·Fn
1 I I 2112".99 13.35 2.19 229. 5.41 2395. 301. 2721. I. 262.1 143.4 5.330 ~.06i
(!l"l.Q 1.U -3.1'0 .19. _7.37 o. O. O. .,. 2"3.0 1".8 2.~93 1.869
" l 1
----.---------------- _._----.--_.--- -.----.~-------------------------.------.-
lAT(NT AlP HUMIDITY A,R AtR TRAIN POSITION
SYST£.. SENSI81E .. ..-..--------------------------------------
, LfNGlh "''''I TlOttING MEAT LOAO MOT I.OAD TEMPERATURE' RATIO flOW VElOCITY RTE RTf RTf RTl'
(Ff) C.11V/S£CI CBTU/SE'CJ (D(G F, eLS/le, ceF"" t I ! 3 4
cn ""

..... 1· I nUNhfl) vEST P9R1Al TO 1100 FT - ROUTE 1

1· .- .2 .0 go.u .02017 11'241.4 31".1

It.·. 1· 2 fT:.JMIEL) llO0 TO 1200 H - ROuTF 1

1· 2· I .2 .0 ClO.02 .02011 112241.4 449.0

"H" 1 - 3 (T~!LJ 1200 TO 1600 FT - AOUTF 1

...w J - 1 - I ." .0 ClO.IS .02011 1l!241." 4'8.9
t .' ] . 2 .11 '0 Clo·so ~020t7
ell'
...... 6 •••• 2 - " 'T!JHtlfU ~TAI. TO I~no FT - ROUTE 2
2 - .. - 1 11.4 .0 9".-'0 .~202~ -"0145".1 -178•• 2
1 - .. - 2 11.4 ·1 ca,. •• 9 0020 2 1
2 - .. - 3 1.4 ·t 94.75 '112022

II.·' 3 -103 (~H'ILATIO~ SH.FT) vENT SHAFT AT 1600 FT - ROUTE 1

l -In - I 9C.00 .02011 -10416.3 -s2.t

C·I 4 -104 e¥EH'llATION SwAFT, YE~T SHAFT AT 1600 FT - ROuTE ~

" -lt4 - 1 ClO.tO .02017 -9538:;.3 -,,16.CI

610.' 5 - 5 fTUMlfLJ 1'0. TO 2200 FTCSfART Of STA' -RTE 1

5- 5- 1 .5 .0 ClO.8S .\12017 122659.1 549.1
OJ - 5 - 2 .s .0 91.25 .\1201 7
5- 5- J .5 .0 91·8!» 0\120. 7

" ... 6 - 6 fTtJtltlfLJ 1600 TO 2200 FT(START OF 'TA'~ RTE 2

6- ". t 6.~ .0 96.86 .020!6 -306013.8 -1360.3
Q•• ~' •• ,.,9
"
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 6 - 6 - 3 6.9 .0 106.\2 .02032

..... 7 - 7 (SUTION' ~TART OF STATION TO WEST ST_rRWAY

1 - 1 - 212.4 10.1 108.10 .02044 -183414., -262.0 3 ,.
H.·' II - 8 (STATtON' WEST END OF MEZlANlNE TO STREET EXI) ,.
~ 46.86 .020<;5
I - ,. 1 ".9 -52'119.2 -116.0
8 - 2 1l.9 43·01 .0205 0
....i'.' I~lI
"-
..... 9 - 9 fSTA'.aN' DLATFORM AR~A RETWEEN STAt~WAYS i~
q - I 410.1 10.' 111.71 .020 4 7 -131235.0 -lfl7.5 3 4
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9 - 1
9 - ~ - 2 4l1.1 te·o 113.36 ·e2050 :; ,.
9 - 9 - 1 41 •• 1 lO·O 1)3.40 .02.,51 3 4 r.~
9 - 9 - 4 41 •• 1 .... 111·21 .C2050 3 4
I~
'1
2.·' II -110 .STAIItWAn STAEET LEVEL STAIAWAY TO MEZZANINE
11 -110 - I 90.00 .02011 -34295.7 -J5S.4

2 .... 11 .. 10 (STIUON' ~TRE£T EXIT TO EAST END OF ME7.lANINE II' ~

1..-
II!", 11 .. 10 .. 1 13.9 1t.1 94.06 .02053 -17883.4 -39.7
L: I )3.9 48.45 .~
11-10- 2 10·0 .010 58
1
I!
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1... 11 IZ - II (SUfIO"' EAST STAIRWAY TO END OF STATION
12 - II - I 3%.3 ".0 lGI.68 ~02045 -149HI •• -213.0 3 4
~i
1'1
II - 12 (T\JllllllllfL) ~TATION END TO EXHAUST FIN A,' :JJO,F\' ~ ;1
st.·. 13 - 12 - 1 60.4 .0 104.35 .02C134 -149118.4 -312.8 3
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i,i

13 - 12 - 2 4.7 100. 88 .,2,!2 7 11

t3 - 12 - 3 •• 1 •••• 97.96 ·02021 I~:
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46.1 14 -114 (VEN'ILATION SNaFlt ~AN SHAFT AT 3300 FT - EXHIUST MODE ~ 'j
~,
14 -114 - I 95.06 .02011 1456.5., 568." ~i
FXHAUST FAN TO 37.0 F'
11
..... 15 - II (T'UNftfLi I"'1
15 - 1'l - 1 5.9 115.06 .0'-0}7 -294723.4 -736.111
15 - l'l - 2 5.9 .,.0 93."2 ·02017 ,I
I!
31.·' IS - 14 nu...u, 1,'. FT TO EAST PORTAL AT 4000 FT
!1
Ii
, '!i!
15 - 14 - 4.3 .0 92.08 .0201 7 -29.723.4 -4~!.i
i 15 - 14 - 2
• 4.3 90.15 .02017
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11:

ill
il ~1III "
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 TIME 19•••• S£COftOS 3 TRATN(St _R£ OPf.QATTO~Al

A, Up TRACTIVE 1040 TO" MOASEPO"EA GRID Te~PE"-TU"E POWEa HEAT

TRAIN 1 , LOCUIOtil SPUD ACCELERal10N ORIG CO£F. OF EFFORT CURRENT TOTAL AIR AttEL. DECEL. LOSS REJECTIOW
NO. E P 1F'E£Tt c...... CIIIPH~C' fLIS' AIR OAAG ILBS/MOTOA, (IMPS) DRIG CDEG Ft CDEG ') IBTU/SEC-FTl

3 I , U15.19 40.4. 2.4. 904. 2.32 1819. 283. 6490. 98. illO." 'i9.8 le531 2.815
ZI 7181$.1' • Of .00 lJS. .00 o. o• o. G. 2"1.' 161.0 1.071 1.82.
"S I I 204.610 21 ••6 2.6., 261. ).40 2265. 307. 5404. I'. 2'5".6 6)7.2 1."18 2.22:2

S,UE" AlA ArA l£MPEAnuR£ 10EG Ft

.ARTI'.o.ING "LOW VEL. ........------..------
feFMt CFP.I ...... IDITY ILAILRt

I • 11211S9.1 373.9 90.t'

.0202
. 1121sq.1 448.6 90.0
I • .0202
3 11210;9 •• 4Q8.5 '0·' 90.4
I • .0'0i!' .02,2
4 -347"3.4 -1544.2 '4.11 94.3 94.7
2 - .02112
.0'112 .0202
3 "IU -~t;150.0 -31.5.8 '0·'
.0:!02
4 -I'" -l!1%S.1I .SIP'.I ".0
ti" .CI;o1l2
w
5 - 5 117319.1 788., '0·6 91.11 91-"
• .0202 .0212 .Cl202
6 • 6 -n4.-17.6 -IOZ,,7 '7.0; 98.6 98.6
.0'03 .'203 .0203
1 o. 1 .t;2%8.5 -75.1 1111.6
.020"
8 • II 59.11.8 13.2 'fo.i!' 92.8
.OZ06 .,2!:5 or- ~;.

-~8481.l .83.6 114.4 ':5.6 114.3 iIG."

'9 - ,Ol,t; .020S .Olf5
" .0205
It -110 .'I6027 .! 0.995.1 'io.o
.'21'2
II-II 101'145.8 2'6.5 94.1 98.7
.1205 .0206
12 • II .3.58.6 62.1 Itl.9
.0;004
13" U 434511.6 108.6 114.0 lIO.9 91.'5
.1203 .0<'03 .0lO?
I. -114 1.8166.1 '511.8 9... 2
.1 .. 01
15 - U -1G4".7.1j .,61.8 ...., 92."
.lltZ .12.,
15 - .4 -10".",.'5 -1"'.6 9h" 9'.'5
•• 20Z .'202

i TIME 2 . . . . . SECONDS 3 T'tAINIS) AM OPERATtONAL ~

'I
II' • I IIR IA'CUVE MOIM yopS£IIO#R MID tEtP(RUuR" POwER
 1 I I 7'6Z.38 0.;1 •• 1 1.26 .334. 1.61 11'6. Z16. 595(;. '.~. ZISA.3 711.1 1.587 3.-Z14
4 2 I 17eo.,. .It • ft -19. • 00 O. O. o• o• 740.9 75Z.6 1.,1. ••II!
S 1 I 71'e.74 44.11 1.66 127. 1e"0 '472. 243. 6256. UO. 254.5 605.3 1.545 ,.681
$y5!P "flit AI" YO"£AATuR£ (KG f.
".RnllONIHe ,,-0" ¥fl. .-...................-..------
.Cf'N, IF .... ' .... rI'lTY (lPI'l8J

I 1,'>T61.3 519.2 90.'

I •
.'20Z
2 1~t;'61.1 623.0 90.0
1 • •• .,02
3 1115761.3 6112.3 9,.1 90.2
1 • ,'202 .0202
2 • 4 -2'18423.1 -1159.1 .:'.8 43.9 93.6
.1202 .0202 .OZ02
3 -Ill -144"'.1 -721.5 96 ••
.t202
4 - ... -1"i'>I!IZI.9 .719.1 90.0
..202
5 • 5 3,'0'511.' 1333.6 9'.3 90.6 90.9
,OZIZ .0202 .0202
6 • 6 -82',"".1 ·367.1 97.3 97.4 95.4
.0.,.3 .02,] .0203
1 •
1 2"~].2 3U.1 .01;.2
t: .0204
II •
I -21116.0 -6.5 96.6 93.0
•• 206 .12'5
"
9 • 9 llO3".3 31".1 113.5 116.2 115.7 ll2.7
•• .,.01; •• :?ot; .0205 .0205
-,,811.,•• S _7.4.8 9 •• 0
"'·11' ,'202
II • .0 66,62.5 146.' 92.1 96.9
.'214 .1206
12 • 11 211...4 •• 11 409.2 Itl.1
.',0r;
1l • 12 2111 ...4 •• A 116.1 ,,4.8 102.0; 100.1
•• 203 .02,3 .02'2
14 ·114 .46162 ... '570.' . . •• 1
• .,02
15 • 13 t4.2" •• 351.7 96.9 94.1
••Zel .0202
IS • 14 .4,2".4 2 .... ".2 9'.8
.'H2 ••20Z

1'1"'£ "'.00 ~"ONO" 3 T~.INCS' ARE OPEPaTIOHAL

A , aIR TRaCTIvE MOTOR HORSEPOwER GRID TE~p£AaTuRE POWER HEa'
lRAIN , Y LOCariON SPErO aCCELERATION DRAG COEF. OF EfFORT CURRENT TOTAL AlA AceEl. OEC£L. LOSS REJECTION
_. E P (l8S/MOTOR, J'~S) (lJ£& F, ,DEG F) ("'TU~EC-FTJ
'F~ET' fMP~' IMPH/$EC) ,LBS' AlA DRAG DRaG
 SYSTEM AIR AIR TE~p~RATURE (DE6 F,
PART .. tONING nOW vF.l. -------------------
fCFH, ("PM) HUtlIOtTv (lBIlB'
61111112 ... 2062.7 93.9
1 • .1?G2
,• 6181112 ... 2.. 15.2 90;.7
1 • .12G2
1 • 3 61 B1Il2.4 21'50.3 9... 7 92.1
.G?O? .020?
.. -2168911.9 -96".0 93.S 93.4 93.6
2 • •• ?02 .0202 .0202
3 -.03 '7'5126.5 1378.6 'ia.8
.O~G2
.. -.0" .0;3488.9 -267.4 9thO
.0202
!Ii • !Ii 343085.9 152... 8 90·" 90.3 90.5
.0202 .0202 .0202
6 ·163402.~ .726., 96.' 96.0 93.5
6 - .0203 .0203 .0202
,,.. ~
7 • , 1196113.9 256.7
.0;>03
8 - II 450110.2 100.2 '7.0 93 ...
.02116 .0206
9 - 9 ..... 603.1 192.3 110.7 U5.6 116.7 11 ... 9
.0205 .0205 .0206 .02115
... .1 ell' 9215... 6 955.0 93.5
,W .1205
... 7074 ... -10... 6 93.6 99.3
... 11-" .'20'1 .0206
UI
.. ., • II 1170;29.3 125.0 189."
.020S
13'- U ,,70;29.3- 218.8 US ... 102.9 100.6
.020.. .0203 .0202
.4 -II. ... 6389.9 571.1 '9.0
..202
IS • U -581160.6 -1 ..
1., '96.6 9".6
.1202 .0202
15 • ... -0;8860.6 -84 •• .,., 91.7
.IZOe .IiZ02

TIME 210.tO SECONOS 2 T~AIN(S' ARE OPERATIONAL

R , AlA ,RAC,IVE MOrOA HORSEPOWER G'HD ,£tfP£R'~r. E POwER HEAJ
TAAIf' 1 Y LUCATION SP£I!O ACCElEIUTlON !}RAG COEF. OF EF:-OAT CURRENT TOTAL AtR ACC£l. DE l. lOSS A[JECT ON
NO. E P 'F€£n (MPIot (MPHI'~Ct (US, AfA DRAG f'_85/MOTOR) (AMPS, OR"G (on ,) ,0£6 " ",TU IS£C....T ,

. .. 1 '·U.~6 21 •• 9 2 .... 2G8. 1.85 l375. 307. ..... 7. I:!. 269 •• 735.1 1... 39 '.215
5 t I 236'.46 J7.!I!I -2.,48 348. 1.0" G. 1Ie o. 35. 2...... 717.5 9.35i 2.363

SySTEM AIR AIR TE~PEAAfuRE (DEG F,

PARTITIONING n.ow VEL. -------------------
ICFM' IFPM. HUMIDITY fUIlB'

I - lI02:n.9 1100.8 90.3

.. ...--., "
'"I,
:~~. ,.
~

2 lOOUI.q 1200.9 '\11.1

I • .1202
1 • l 300?3"~ 1334.4 '\13.4 95.4
.0<'112 .0202
, - .. -Z:H:l51.6 -10::>8.2 93.3 93.1 q".6
.02I1Z .0202 .02113
l -103 -105<'2 11 ... -526.1 '\10.0
.1202
.. -10" 8('0"." 43.0 '15.2
.0"03
5 - 5 405460.3 1802.t 91J.q 9l.6 95.3
.020Z .0202 .0202
6 - 6 -Z3qllC;Z.3 -1066.5 9'5.Z 93.8 93.0
.1203 .OZII2 .0202
7 • 7 160;0:;08.0 236.4 98.5
.OZ03
8 • 8 247 111.8 54.9 97.1 94.4
.0206 .0206
9 - 9 140"110.2 201.1 101.2 112.9 116.2 116.3
.02'04 .Ol05 .0206 .0206
10 -110 130;20.3 140.1 94.4
"\ I .0206
II - 10 11181.5 Z4.9 94.2 100.4
.02'05 .0206
12-11 1'5IQ87.6 217.1 112.1
.'2'05
13 • 12 151.87.6 380.0 106.'? 103.5 UI.I
•• l04 .Ol03 .0202
14 -114 1440;49.4 564.6 101.1
.OZI2
IS - 13 1438.2 18.6 96.5 94.6
.1212 .0202
.5 - 14 1438.::0 It .. 6 '2.1 91.6
.1212 .02.,2

TIllIE 230.00 SfCONDS 3 TRaIN(S' ARE OPERaTIONal

AT _TR TRACnt MOTOR MQRSrI'OwF.A GRID T£~FEAA~AE ~EG HEAT
TRAIN , Y lOCaTION SPErD ACC:EURA 11 ON DRAG COEF. OF [FFOR CURRENT TOTAL AlA ACCEl. OE l. l S REJECT ION
HO. E P ("£Eft (MP". (MPH/SEC:) flBS' AIR DRAG (lBS/MOTOR, (AMPS. DItAG (OEG " fDEG " fflTU,SEC-F"T,
4 .. I 3411.16 46.eS 1.118 1199. 2.311 1621. 258. 6368. 147. 2'•• 5 721.2 10534 2.848
5 I I 21312.17 12."2 . • 2.411 -33. -.85 O. o. O. 246.0 110.1 3.all 2.051
6 2 1 213.0 9 2q.n 2.78 211~. 1.40 22..5. 307. 2'11-9 611.1 1.483 2.,43
-,2'..
M".
SyUEN aIR alit TE~PE~ATURE (OEG r,
PARTI!10tIIN6 "LOW VEL.
,.:n41 (FPM, fIlIMIO''''V flellS'

I - 2,Q726.7 799.1 911.1

.0202
1 - 2 239726.7 958.9 90.3
.0202
.1. 3 239726.1 10615.5 U.S 93.1
.,202 .0202
2. 4 -248638.9 .1327.3 93.4 93.9 Q".3
 I~ 11 !

'"
3 -103 -12111191.0 -609.'5 90.0
.0202
4 -104 lOli453.7 527.3 94.3
.Ct203
5 - 5 3"'1 ... 23.7 1607.2 93.3 94.9 97.6
.010? .0?02 .0202
6 - 6 -40 4 092.6 -1796.0 96.1 99." 1113.3
.0202 .0202 .0202
1 - 7 -"2468.9 -60.7 101.0
.01t11
8 • I) -95202.6 -211.6 96.11 93.6
.0206 .0205
9 • 9 0;2113.7 15.3 107.9 11".2 116.6 116.5
.0204 .0205 .0206 '.0206
10 -UI -9010 1 .3 -933.8 90.0
.020?
-5095.3 -H.3 94.7 101.2
11-" .0206 .0206
12 - .. 47638.3 68.1 H2.9
.0206
13 - 12 47638.3 119.1 147.8 le".2 101.6
.0204 .Ol03 .0203
14 -114 142,,7.6 555.1 0;",.1
.1202
IS • 13 -9446 9 .2 -236.2 9 ••,4 9_.t;
.02',2 .0202
IS - 14 -94469.2 -1l5.n 9,.1 91.6
.0:~02 .0202

TIME 240.10 SECONDS 3 TRAINes, aRE OPERaTIONal

A T UR TRACTIvE MOTOR HOR5tPo.,ER GAl; TfttPEAATftE POWER HEaT
TAAIN T 'I' LOCAnON SPEfr' ACCELERAnON nRAG eOEF. OF EFFORT CUR pENT TOTAL ITR AceEl. O·Ee L. LOSS REJ£CTJON
NO. E P "ffn 'MP.... '''''",'!i[tt ILBS, AIR DRAG (LBS/I4()TORt (AMPS' DRAG (O£G f', fDE. f't CRT"'~-"lI

4 Z 1 4206.13 (1.~1 1.29 149!,;. 1.66 1104. 205. 5604. 241;. "67.5 7.5.1 1.60? ~.O76
S 1 I 2.,10.00 • 00 .00 I". • flG o. o• e. o• 2".7 76•• 2 "071 .. 842
6 ... I 1.9.'2 St ••1 1.11 887. 1.4ft 1408. 236. 6198. 122. 251.7 604.9 1.545 2.714

S'I'STEM Al'~ AlR T[~PE_ITURE (OEG F,

PARTITIONiNG FlIJ\' Yf:l.
lel''''i (FPIoI. """JollY (LeAS'

1 - I 201?8C.8 690.9
I • 2 2072a!}." 829.1
921.2 91.7
.,0202
-2759.5 101.0 98.5
.0202 .0202
-503.2
-UIO.4
1368.6 92.,. 94.2
 rt<',.

6 - 6 -4,OA22 • ., -1781.4 100.4 99.6 97.6

.... 02 .0202 .0202
1 • 1 -42"92.9 -132.7 103.6
.0204
8 • 8 -3'5'5'59.1 -79.0 0;6.4 93.2
.0106 .020'5
9 - 9 ·1j7333.8 -81.9 110.'5 116.1 118.0 116.8
.120'5 .0206 .010f: .0206
10 -110 -116196.0 -§82.3 90.0
.02"2
11'10 206J6.~ 45.9 94.5 100.8
.Ol06 .Ol07
12 - II -36696.9 -52.4 IU.7
.0;:0116
13-12 -36696.9 -~ l.7 1~7.'5 10 4 .0 101.3
.0;:004 .0203 .0203
14 -114 1430:;03.9 560.6 90:;.7
.020?
15 - 13 -1802011.8 .450.5 95.7 93.9
.0202 .0202
15 - 14 -18.200.8 -257." 92.4 91.3
•• H2 .0202

TIME 250.00 SECO~DS 2 TRAIN(SI ARE OPERATIONAL

R T A(R TRACTIVE MOTOR H~EPO"ER GRID Tf"'PF.RA~~ PO"ER MEAl
......
TRAIN , Y lOCATION SPE(l1) ACCELERATION nRAG COEI'. OF EFFORT CURRENT TOTAL ATR ACCEl. DE I.. lOSS REJ[CT ON
·,3. E p (F[EU (MP"', ,MPH/SEC. CleSI AIR DRAG (lSS/MOTO!1<, (AMPS. DRaG (DrG n fD£G '" rsTU/SEC-FT.
...
'"
.. '5 1 I 2780.0. .00 • 00 168. .00 I). o· o. O• 243.7 76 0.6 1.071 i.I,.
6 '2 I 168•• 94 65.00 • 00 1664. 1066 83 • 97. 462. 288. 149.2 590.9 1.536 2.951

Sy5'EM AI~ AlR TE~prRATuRE IDEO F.

PART II JONING FLOW 'iEl.
IC"H. IFPM' ttUMIDTTv (l8/LB'
1'580:;<;11.3 528.'5 90.0
1 - .0211::»
2 1'580;<;0.3 634.2 90.0
1 • .0202
I - 3 1'58<;<;0.3 704.7 90.3 'H.O
.0?02 .0202
4 -474268.0 -2107.9 97.9 CJ6.1! 96.3
I - .0;»02 .0::»02 .020l
1 -103 _117:!?.4 -58.7 90.n
.0~02
4 -104 -<;5422.8 -277.1 90.0
.8"02
5 1701'89.7 756.8 9102' 91.8 92.7
5 • .0202 .0lOi! .0202
6 • 6 -418845.2 -1861.5 97.4 96.7 97.1
.020? .0202 .0202
1. 1 -24S"i'5'5.5 -355.1 lG6.6
.0284
8 • 8 L"942 7 • ., 65.4 96.7 93.3
Q. Q _27'18' 8 .197 .0206 .0205
113·4 11 7 • 8 11 8 .6 116. 6
 .0<'00; .0<'06 .0206 .D206
II -110 171040.6 1112.4 90;.4
.0<,06
11-10 -1411<'(3.3 -314.7 1i5.A 102.8
.'?O6 .0"'01
12 .. II -4190;96.1 -599.4 llh l
.'2115
13 .. 12 -419596.1 ·1049.0 ItS.6 102.3 98.9
•• 204 .0203 .0202
14 -114 161714.5 631.9 90; • .,
.02112
15 - 13 -581370.6 _1453.4 95 .... 95.1
.'212 .020<'
15 • 14 -581310.6 -830.5 93.1 92.5
.'202 .0202

TIME 260.00 SECONDS 2 TRAINIS' ARE OPERATIONAL

R T AIR TRACTIVE MOTOR HOR5rPO'WER GRID T~PERATI~ ..0 r::: HEAT
TRAIN T Y LOCAnON SPUD ACC:::LERHION n'RAG COEr. OF ErFOR COPRENT TOTAL AIR ACC£I.. DECE'L. LoIs REJf:CI iG:~
NO. E P (FFET' (MPIo, (MPH/SECt ClBS' AIR DRAG (LB~/MOTOR' CAMPSI OAAG (O£G r, fOEG F, (8TU/SEC:-p'n

5 I 278(1.1>0 .00 .GO -83. • 00 o• o· o. i. 242.5 152.2 1.011 1.'1'

6 2 <'443.#02 31.e8 -3.00 391;. 1.21 G. o. O. 39. 245.3 716.5 9.835
l!."'
SyS1EM AIR AIR TE~PERATuAE (DEG F,
....w
PARTI ~ J ONING ~LOII Yf'L.
rcFM. (rPMI
-------------------
...,"IOTTY (LB/LB)
...
GI
... 1 • 12""25.9 413.4 ~o.o
.O?" ...
J - .. 1241125.Q 496.1 90.11
.0102
1 - 3 124112<;.9 551.2 9G.2 90.1
.0202 .0202
2 .. 4 -462,.,,'.3 -2057.2 95.6 95.4 95.6
.a211? .0202 .02112
3 -103 2111,.6 105.6 90.1
.n02
4 -104 -69698.1 -]48.5 91.0
.0202
0; U2908.3 451.4 1i1.0 'H.4 92.2
5 - .0202
.02G2 .0202
6 • 6 -]q]169.1 ·1147.4 'il.1 99.1 1112.5
.1213 .0203 .0204
7 - 1 -"'lM.9 -414.1 111.11
.1205
8 .. II 0;6346.9 125.2 98.5 93.A
.0206 .020"
-34tt6nl.11 -495.2 116.4 117.7 lJ6.4 114.0
9 • 9 0206 .0206 .0206 .0206
10 -III -628e.l -65.2 90.0
.02112
II-U 62635.6 139.2 ".3 10].9
.'206 .0201
12 - 11 -2.3972.2 -405.1 .09'.5
_aSlll-=:

i
,·,1
,
13 • 12 -183912.~ -109.9 106.2 104.6 100.1
.0204 .0203 .0202
.4 -U" 140;301.1 561.6 0;6.3
.02""-
IS • 13 -,,:!,9213.2 -10 7 3.1 96.3 94.3
.0202 .fl202
l!J • 14 -429273.2 -613.2 9Z.6 91.1
.IZ02 .0202

TIME 270.00 SECOtlDS 2 TRAIN(SI IRE OPERATIONAL

II T aIR TRACTlvE MOTOR HORSfPO'llER GR!D T~'[RATURE POw'::" HEAT
TRAJ'" T y LOCATPN SPEED ACCELEPATICN nRaG COEF. OF EFFORT CURRENT TOTAL AIR AceEl. DEal. LOSS REJECTION
NO. E p ,FF.ETI (MPIot. 'MPH/SEC' .LBS' AIR DRAG (LBS/MOTORI (AMPS' DRAG CDEG" cDES " CRTtustC-'TJ
5 1 1 2816.99 13.35 2.79 233. 5.50 2395. 301. 21,8. II. 262.9 ':"3.8 S.33a l·062
6 2 I 2167.0;9 1 •• 2 -3.00 -88. -1.33 o. O. -2- 243.2 161i.l 2.8'2 1.8"1
••
Sl'STEIoI AIR AIR TE~PEPATURE COEG "
''.''TIlIONING '"LO," \lFL. -------..--.---.---
fe'MI (f"PM' HU~lonv CLeABI

I •
111148.4 3n.s 90.0
.0102
I • 2 111 7 46.4 441.0 90.n
...w .0202
1 • 3 111748.4 496.1 90.1 90.5
.OZ02 .0202
....... 2 - 4 -424702.1 -1881.6 94.8 95.2 95.9
0 .020"- .0202 .0203
3' -In -11121.0 -55.6 90.0
.0202
" -10" -IO;l!223.6 -511.1 90.0
.0202
5 - 5 122"69.4 546.1 90.(11 9J .2 91. "
.02'02 .0202 .0202
6 - 6 -322478.5 ·-1433.2 99.' 101.1 104.4
.0<'1'1:1 .02(!4 .0204
1 - 7 -1996(1C1.1 -285.2 114.7
.02116
8 - 8 -52392.8 -116 a 4 100.4 9"'~
.0201 .0206
9 - 9 -147;'16.3 -2U.J 119.1 120.1 118.9 115.5
.020t. .0206 .0206 .0206
to -110 -34331.1 _355.8 9(1.D
.1202
11 • II -1805'50) -40.1 96.5 102.6
.020t. .0201
12 - 11 -165271.4 -236.1 11".2
.0"05
13 - 12 -165?1,,4 -413.2 106.1 102.2 98.1
.0204 .0203 .02GI
1450;16.5 568.1 94.6
." -114 .0?02
.5 - 13 -3US47.9 -171.1 94.6 93.0
.02.2 .0202
-4fL4,,~ '1*8 iA.6

L
1\1
o
1\1
o
•

.
1\1
o
N

13 - 171
 '4.11 6 '74 Sf"S SfS USEP"S .ANU_L SAMPLE PAOBltM -I - UNAth~ONOJTtONEO STATtON PAGf:

TI"'E 3M.to SECONDs 2 TPAIN(S) ARE OPEPATJONAl

It T AlA TRACTIVE MOTOR HORSEPOWER GRID T~PFPAT~E POwU HEAT
TPAIN T Y LOCATION SPUD ACCElEAATlcN !]RAG COEF. OF EFFORT CURRENT TOTAL ATR ACeEL. DEC l . LOSS REJECTION
HO. EP (F([T1 ("'P", C,,",14 It;£C' (US1 AIR DRAG (LBS/MOTOR) (AMPSI DRAG (DEG " tHO " I~""SEC·FT)

7 I I 282",Q9 13.315 2.79 233. 5.51 2395. 307. 2nS. III. 2"3.0 74:;.9 C;.330 2.~9
8 Z 1 2767.C;9 7.11 -3.00 -Ie. -7.33 o. O. o. -:/I. :P"3.2 168.1 2.S9, 10838
---------------------------------------------
SYSTEM SENSIBlE
..---------------------------.--.-----------------------
UffNT AlR tfljM[OITY AIR AIR
..._--------------------------
TRAIN PeSITlON
l(NGTI" PARTITIONING HEIIT LOAD HEAT LOAD TEMPERATURE' RATIO FLOW VELOCITY RTf RTE lITE RTf
.FT) CBTu/S[C, CBTU/SFC' 10(G FJ ClR/lB, (eF"' (,PM, t Ie' 3 4

100·' I - 1 ITUfOoEU WEST PORTAL TO 11011 FT - ROUTE 1

I - 1 - 1 .2 .0 qO.Ol .02'017 J 116"1.4 372.1
ItO·' I - 2 CTuN"'U) 1100 TO 1200 F1 - ROI~E 1

1 - 2 - 1 .2 .0 IJO.02 .02017 111641 • 4 "",.",

4 ... 0 1 - 3 (TUNhELJ 1200 TO 1600 FT - AOUT~ 1
...w I - 3 - I .... .0 QO.14 .02017 1116"1.4 4'6.2
, I 3 - 2 ." .0 QO.47 .02017
.......
N 4 POATAl TO 16110 FT - ROUTE ?
,to~' 2 - ("'""'U)
2 - 8.9 .0 CJ5.22 .02025 -4261033.4 -18'7.!;
2 - "4 -- 2I 8.9 .0 CJ5.72 .02027
'I - 8.9 .0 106.61 .020ZCJ
"- 3
11.·0 3 -103 (VEN'ILATION SMAFT. YENT SHAFT AT 1600 FT - ROUTE
3 -103 - CJO.OO .02017 -11 173.3 -55.9

6,.1 " -J04 (VEN'ILATION SHAFT' VENT SHAFT AT 16110 FT - AOUTE 2

" -to4 - CJO.?O .02'017 -10lt8"1.' -514.3

5 - 5 (TUMtEU 1600 TO 2200 FT(START OF STA) -RTE 1

'0'·'
5 - Ij - 1 .s .0 'J0.81 .0l'011 12l'814.7 SIts. III
OJ - 5 - Z .5 .0 CJl.20 .0201 7
5 - ] .5 .0 Q1080 .OZOI7
5 -

(, (TtJtItI!U 1600 TO 2Z00 FTCSTAAT OF STA)~ ATE 2

••••• 6 -

6
6 _- 6 - 1 1.1 .0 100.34 .OZ037 -324012.1 -144 •• 3
6 - 2 t·1 ·D 103·41 ·ozolt3

I
11

6 • 6 • 3 1.1 .0 106.49 .02048

a
.... 0 7 -
., (STnJONI ~TART OF STATION TO WE5T STAIRWAY
., - ., - 211.6 10.0 118.09 .O~f)68 -201251.4 -287."5 ., 8

2 ••• 0 II - A (STAtIONI WEST END OF MEIZANINf TO STREET EXIT

II _
II - A _ 1 13.9 10.0 11l2.9~ .02076 -S2:MI.4 -116.4
8 - 2 13.9 10.0 95.81 .O~064

,.
.... 9 • 9 (SUUON' PLATFORM AREA BETwEEN ~TAIRWAY5

9 - 9 - 1 408.8 10.0 122.61 .r~073 -1488SI.9 -212.1 ., 8

9 - 9 - Z 408.8 tt.O 123.31 .02073 1 8
9 - 99 -_ 3 408.8 10.0 121.S!:; .02070 1., 8
q - .. 408.8 10.0 117.0;0 ·02064 rt

21.0 It -110 ,STAIRWAY' ~TREET lEVFl STAIRWAY to MEZZANINE

It -110 - ·tlO.GG .02017 -34322.6 -35S.1

2".0 II - 10 (STUI0NI ~TREET EXIT TO EAST END OF MEllANINE

...w
11·10- I 13.9 11.0 911.12 .02068 -18015.8 -40.2
11-10- 2 13.9 11.0 104.94 .02015
......
w
I .... 12 - 11 eSTA"ON' ~AST STAIRWAY TO END ~t ~TATIGN

12 - 11 - 1 39S.2 1•• 0 113.611 .020S1 -166934.1 -238.5 ., 8

13 - 12 ,TUNtlEU ~TATION END TO EXHAUST FAN AT 1311~FT

5. . ••
13 - 12 - I 60.3 .0 107.44 .02036 -166934.1 -411.3 1
U - 12 - 2 4.8 .0 102.41 .02026
13-11- 3 4.8 .0 97.96 .02020

46.1 14 -114 ,VEN'ILA'ION SHAFT) ~AN ~HAFT AT 3300 FT - EXHAUST MODE

14 -Jl4 - I tl4.3S .02011 145S7I.8 ~68.6

4to·1I IS - 13 cTUN.. EU FXHAU5T FAN TO 1700 FT

10; - 13 - 1 5.9 .0 94.35 .021\17 -3125.6.5 -181.3
IS - 13 - 2 5.9 .0 92.84 .0t'017
3.... 15 - 14 (fu-..... Eu 1700 FT TO EAST.PORTAL AT 400, FT

15 - 14 - 1 4.3 .0 91og8 .02017 -311506.5 -44,.4

15 - 14 - Z 4.3 .0 90. 8 .02017

i
 Ii
I

·.'1611 • SES SfS USER'S ~'NU.L SAMPLE PROAlf M -I - UNAJRCONOITIONEO ST'TI~ PAGE
---...-
SUMMaftY 0' SIMULaTION rROM ?70.0Q TO 360.00 SECONDS
CTuN"fl. vEST PORTAL TO 1100 H - Roo:r 'ROM NODE TI) NOO[ 1
LENGTH 100.0 F'T
AA£A 110.0 SO n M A II ~, u '" M N I'M U M V ERA G E
S'lSTE'" ------------.---.-. ---• ............. _---
PARTITIONING VALuE TIME VALuE T'~ VALuE:
.----...- ------ POSITIVE
---....-\t£6ATI~
----...-
AlA FLOV RA TE C, .. 6345,,"0. 299.0 109644. 2'76.0 21-e464.
I -
---o.
AIA yELOCITy FP .. 1 - 1 ,,"11'5. ?99.0 365. n6.0 728. o.
AlA FLO~ DIRECTION PUleE"T 1 - 100.0 -.0
ORy-8 UlB TEMPER. lURE C on , 1 - ,- 94.1 ,,99.0 90.0 292.0 90.3 .0
HUMIDITY RAno I lI!/LB I - 1 - .0202, 2'7C,.O .0202 270.0 .0202

AVERAGE SENSIDLE HEAT GAINS WITHIN THE SEGMENT

, ,....w ------- ...--..._-- -.-- ----- -----.
H£AT A£LEASE r~OM TRUN!!. UNSTEADY MEaT SOliRCES 74619.6 8TU,toR
........ STEAOY-STATE HEAT SOU.C£S "00.0 BTU"-R
.. "HUT SINk .5835.3 BTU~A

jl'i
 '"I'
I, "
,I
'.1 I
'I

".I16n. SE:S SE:S USER'S MANUAL SAMPLE PRQBLE" -1 - UNAJRCJNDITIO~EO STATION PAG£
iJ
SUMMARY OF StMUL.TION rRO~ 17~.00 TO 360.00 SECONDS

tTuNfItlJ '100 TO 1200 FT - ROUTE 1 fRON NODE 1 TO NODE 3

LENGTH •• 0.0"
AREA 2sa •• SO FT M • X I MUM '" iii J 114 U M 'YEAAGE
SYSTEM '" -,.----..-.---
PARTITIONING VAlUE TIM£ II ,LIE TJ"'E YALUE
--------- ------- POSI1IYE
--- NEGATIVE
-------- .....------
AIR flOW "ATE « c," I - 1 63"520. 299.0 10964te. !!16.0 2U464. o.
AlA vllOC:tTy f 'II'" I t - 2 2538. 299.11 439. 216.0 8111. o.
AlA fLOW DIRECTION p(aC[NT 1 - 2 100.0 -.0

DAY........a 1t'MP£AATUM" f on F 1 - 1- 95'" 300~O 90.0 293.0 '90.6 .0

HUMIOITY ItATlO C U}l8 , I - 2 ~ 1 .0202 210.0 .0202 210.0 .0202

AVERAGE SENSIBLE
HEAT GAINS WITHIN THE SEGMENT
...
Col
------- -------- ---- ----- ------ -.- ------.
~E'T RELeASE FROM TAAJ~S. UNSTEADY NEAT SOURCEs 11664.0 BTUI'~9
......, STEADy-STATE HEAT SOu.tES 100.0 BTul'~R
.. ~EAT SINK -loeSO.9 BTU~R

i
I
il';

~ I,
II
.JJ
 4;(S $!S USER'S ~AHUAl SAMPl£ PR08L£M I, - UNAtRtONOITtONED STATtON PAGE
'4'161'" ----.-
SlIMNAR't 0,. StMUUTION rROM <'1(1.00 TO 360.00 SECONOS
HuN"ELI 1200 TO 1600 " - ROUTE ) fROM NODE TO NODE 1
LENS'" .01.0 F'r
AREa 2lS.0 so F'T 14 _ x J MUM 114 N I MUM " v E A aGE
SYSTEM
PARTITtONING V_lUE TIME VALUE TIM£ VAltl£

POSITiVE NEGATIVE
------.- ---
AIR fLOW UTE CFIO ) - 3 63.520. ?qq.o 111964". .?76.0 21'46." O.
AIR yELOCITy FP" I I - 3 2820. l!99.n "87. ~76.0 '971. o.
&IA FLOW DIRECTION ptIC(NT I .- 1 100.0 -.0
DAy-lutB T£....EAUUft OU ,. 1- 3 - I 96.-' 30<'.tI 90.) ~94.0 91.2 .0
1 - 3 - 2 96.9 305.0 90.2 l!9o;.0 ·'il.8 .0
HUMIClTy .ATlO U/U 1 - 3 - 1 .0202' 270.0 .0?02 ~70.0 .0202
1 - 3 - 2 .0202 270.0 .0202 308.0 .0202
...
w .VER~£ SENSIBLE HEAT G'(NS WIT"IN THE SEGMENT
~------ ----...- ---- ----- ------ --- ---.--.
•
'
'II'....' ' "EAT RELiASE FROM T."t~S. UNSTEADY HEa' S.'.CES 29097U.0 BTU/~ •
.. S!£IDy-STAT£ H!aT S~.C£S 2800.0 BTu'....
HEaT 51_ -92213.2 8TU/~R

i
jib
 '4.1l6". SfS S£S U5£,,'S .. ANuAl SAMPLE' PR08lF::M '1 • uNAtRCO"lOITtC»lEO ~.,l1'JON PAGE
I"
SUMMARY OF 5'~JL.TION FROM ?7~.on Tn 360.00 SECONDS

fTuN"EL. PORT&L TO 1611 FT - ROuTE 2 FROM NODE ~ TO NODE 4

L£NG'~ 61 •• 0 FT
AR[A ZlS.O 50 ~; 14 , x I 14 U M M t N I M U M • v E It AGE
SYSTfll ------_.----------- ------------------- .•--.------.'----
P.. R,I,ICIlIIING VALUE TIME VALUE TIME VALU£
----.-.. --------- ------- --------- ------- POSITIVE NEGATIVE
-.-
.......
.--------
AIR FLO~ RAT[ cr. 2 - ·Z2Q"20. 299.0 .645640. 32f1.1 iI. -378939.
2 • 2q·).0 ·i684.
AIR '1tLOCITY FP.
"4 -1"20. -2810. 328.0 iI.
AIR f~OW DIRECT(ON C P[.C[NT ,. - 4 .0 ioo.o
ORY"~8 TENP£RATURr r OfG F , 2 .. IIIl.1 33;>." 94.3 3011.0 .0 95.1
2 .. I" I.~ 330.0 94.6 301.0 .0 96.0
? .. 100." 321." 94.5 ~94.0 .0 96.3
"" -- 21
r Le~8 • 2 ..
"- J 1.70.0
HuNIOITy RATIO I .0203 328.0 00202 .0203
2 - "4 -- 2 .0203 323.0 .0102 346.0 .0203
2 - l 00203 312·0 .0202 34 0.0 .oZ03
....
w "-
AVERAGE S~18LE HEAT GAINS WITHIN rHE SEGMENT
...
~ ------- -------- __e. ------.
'~(AT ~LEAS£ ~AO" ~A.IHS. UNSTEADY HEAT SOURCES ~OA7q9.8 8TU/~R

S'EADy·STATE HEAT SOU.CES 61200.0 BTU'''R

M£AT SINK -153300.6 8TU/~R

,1iI1!
,,~
 '4/16'1" ~E~ sES US£QIS ~lNU'L SAM~l~ ~RoSl£M 11 - UNAtRto~OITtoN:O ~TlTI0N pAGf
------
SUMMaRY 1F SIMtlLATION FROM 270.00 TO 360 •• 0 ~ECO~IOS

C VENTILATION SHAFT I yENT SHin IT 1600 F'T - ROuTf 1 FROM NOOE 3 TO NODE ~o

L[NG1~ II ••• FT
AAEA" l •••• SO FT M I X I M U '" '" I N I ~ U M I V E A I G E
SYSTfN
PAPTITIONJNG vaLuE TIME \/ALUE U ..E VALUE
------------ POSJ1 IvE NEGATIvE
--------
AIR FLOW RATE ';n. J -103 314903. 2Q9.0 -152450. 2'88.0 22119". -6"0.1.
AIR VELOCITY FP'" J -103 151<;. 299.1! -761. t?88.0 Ho. -lOO.
AIR flOW OIA£~TJON i"£RCENT J -103· '29.7 , •• 3

P[ACf~'AGE or TI.,.£ OUTFlO. VELOCITY

E.CEEOS 1.00.0 FPM 3 -103 6.6

OIIty-eUl.B TEI!IIP[QITUIW: DfGF 3 -103 - 1 92'.6 303.0 90.0 ~70.0 '90.1 9 •• 0

HUMJDlTy '1&\'10 UI16 3 -103 - 1 .0202 2'10.0 .0202 3tn.o .02.2
il
"
I'w
...
'
.......
::.

I~
 t41 I 6114 SES SfS USU'S "INUIL SAMPLE PROBLEM "l - UNUIiCONDJTJONED STAtION PAGE
B
SUMMARY elF SIMULITION FROM 210.00 TO 360.00 SECONDS
• '"'ENlIunON SHin J vENT SHAfT AT lfillCl n - ROtlTE 2 fROM NODE 4 TO NODE 51
LENGTW 63.1 fT
A~EI ~DD.O SO FT M oil JC M \I lot M N I II U M ,VERAGE
SlSTEM ------------------- ._--------------
PARTITIONING VALUE TIME VALuE TtM! VALUE
.------ ------- -------
POSITIV[ NEGATIVE
----._. --------
AIR FLOII DATE CFII 4 -114 102661. 320.11 _24'993. 328.0 ·1563. -8499'3.
IIR 'tLOCITY FPII " -U4 513. 320.0 -12.0. 32R.0 38. -4"'3.
IIR FLOII DIRECTION PERC[IOIT 4 -104 .' 19.8 80.2
PERClhTAG[ OF TI~E ~UTFLO_ V[LOCITY
[ICEEDs 18110.8 FPM • -1,4 6.6
DRy-BULB TEMPEItATUAE C OfG , 4-1 . . - 98.0 305.0 90.0 170.0 ·96.3 .8.0
HuMICITv RATIO C·L'JL8 4 -I . . - .0283 305.0 .11202 270.0 .0202
.......
..........

L--- _________________________________________________________________________________________________________________________- - J
 './)617. SES SES USER'S ~ANUAL S'"PLE PROBLEM -I - UNAJRCONOITICNEO STATtON PAGE

SU"",RY CF SIMULATION FROM 270.00 TO 360.00 SECONDS

1TUNhELt 1600 TO 2200 FT(START OF ST.) -RTE fROM NODE 3 TO NOOE 5

LENGTH 60 •• 0 FT
A"fA ~15.0 SO F'T ~ A X UI M N I .. U M • V £ RAG E
SlSfF" " " ------------------- .---------------
PARTITIONING ------------~------
VALUE TJMF VAlUt! TJ"'E VALUE
------- --------- - .. _--- -------- ------- ------
POSITIVE NEGATIVE
-------- --------
AIR flOW ~'TE Cf~ 5 -
, .710726. '305.0 101150. 152.8 PSS373. O.
AIR VELOCITY f •• 5 - 5 21l0. 105.0 IoS0. 151.0 1139. O.
AIR f~OW OIRECTtON P£.CENT 5 100.0 -.0
DRY-oULI TE~'TUA£ Gel f »
"
9 -_ 1 96.5 JOA.a 90.2 ~97.0 "il.7 .0
55 _- 2 97.7 :)11.0 9G.3 :'l00.0 '92.3 .0
~ -. - 3 99.? JlO;.O 90 •• 103.0 '92.9 .0
HuMIDITy RATIO ( LlllB 1 5. 9 • 1 .020? 2118.0 .0202 3:iT.0 .0202
5 - 5 - 2 .0202 290.0 .0212 270.0 .0292
5 - "5 • 3 .0202 270.0 .0202 ;>71.0 .0202
...
w
I
AVERAGE SENSIBLE HEAT GAINS WITHIN THE SEGMENT
=:o ------- -------- ---- ----- ------ --- ------.
HEAT RELEASE FROM ~.I"S. UNST[ADY HEAT SOtIReES 536257.7 BTU'''.
STEADy-STATE HEAT SOu.CES .200.0 BTU"'R
HEAT SIN!( -25053,.5 BTU~R
 •

14/16114 5£5 SfS USfll'S MANUAL saMpLE PRoBLEM '1 - UNAtRCoNOITIONED STATION pAGE

SUMMARY OF SIMUlaTION FROM 170.00 TO 360.00 ~ECONOS

HUNtlELJ 1600 TO 2206 FT(START OF STA,- RTE 2 FRON NODE ,. TO NODE 5

LENGTH 60 •• 0 FT
A~A i!l"1. a so FT M Ii X M U M M I N I M U M A V ERA G E
SYSTEIiI ------------------- -------.----------- --------------
PARTITIONING valuE TTME VALUE TIME V....UE
-------- ------- --------- --.---- POSlltVE NEGaTIVE
--------.-
-------
AIR FLOW RATE CFIiI 6- 6 -~4934. 290.11 -4384.3. 342.0 O. -301507.
UR ..,lLOCITY rJlII 6 - 6 -411. 7.90.0 -1949.- 34'.0 0. -134o.

AlA flOW DIRECTION Pel CENT 6- .0 1'.10.0

F • 1 ]02.9 326.11 ~5.4 317.0 .0 ~8.9
1)fty-il"L8 TENPERATURE on 6 -
"... - )113.6 323.0 9 1• • 4 ~13.0 .0 99.5
6 - 2
6-
" - "- 3 106.5 359.0 92.7 '07.0 .11 ~9.5

( Uh.B ) 6 _ .0204 287.0 .0'02' :139.0 .02e,

...,..IOlTy IlATIO I
6 - 2 .0204 360.0 .02002' 333.0 .0203
3 .0205 360.0 .02.2 314.0 .0203
... .." -- "" --
AVERAGE SENSIBLE HEAT GAINS WITHIN THE SEGMENT
""•
5 _.----- -------- ---- ------ -.- ------.
'MEAl RELEaSE FROM TRAINS. UNSTEAO' NEaT S~IRCEs 612999.2 8TU/~R

STEADy-STaTE HEAT S~.CES 6U~OO.0 BTu""'''

IllEAT SINK -1033265.1 BTU/I"R
 "'1604 In SES USER'S ~'NU'L SIMPLE PROBLEM '1 - UNAIACONDITIONED ST,tION P'G£

SUMMaRY OF SIMULaTION FROM 21n.00 TO 360.00 5ECONOS

.STA TI ON. START OF STATION TO wEST STIJ~W'Y 'ROM NODE 5 TO NODE 6

LENGTH 100.t'T
AREA· 700.t SO F'T M , lI: ~ U M M I N J M U M , YE R , GE
S\'5T£IoI ------_.----------- ... _-----------
PARTITIONING VALUE TIME VALuE TiME vAlU£
----.......-- --------- --....-- POSITIV"
-------
NEGATIvE
-..------ --------
AIR FLOW RUE I C"'" • 7- 1 240616. 303.0 -JI7193. 344 .. 0 !i1957. -103091.
AIR yELOCITy F'PI' 7- 7 344. 303.0 -453. 344.0 83. -147.
AIR fLOW OIRECTION PEIlCENT ) 7 ·:!7. 4 6 2 .6
~y-8ULB TEMPERATURE
"- 7 _
118.1 99.5 308.0 105.7 il0.9
OE' F 7 - 360."
~lr.JTY .,TlO c lA)tB 1. .020 1 360.0 .0203 318.0 .i205
"- "-
AVERaGE SENStBLE HEAT GAINS WITHIN THE SEGMENT
... ------- ..--.--- __e. ------ --- -------
"" hEAT PELEAs[ FROM TAal~S. UNST!AOY NEAT SmlACE5 685108.4 BTU/~R

III
...•
STEADY-STATE HEAT SOuIlC£S 70000.0 BTU'''P
'MUT StNI( -246°16.3 BTU'~A

UND[RPLATFOAH EXHAUS' SYSTEM -.0 BTUA-R

to

14'16114 SES SES useR'S ~ANUAL SAMPLE PROBLEM ., - "NAIRCONDITIONEO STATION PAGE

SUM_.~Y OF SIMULATION FROM ?10.00 TO 3~O.OO ~ECONOS

(STATION' vEST EN~ OF MEZZANINE TO STRE~T E.,T FROM NOOE ~ TO NonE 1

LENGT" 201.0 FT
ARtA 4SI.0 SO FT M It X M tt M M N I M U M • v E A AGE
SYS'E" ------------------- T~M£
----------.--
PARTITIO",ING VALUF TJMF VALUE VALUE
--------- ------ ------
NEGArtVE
F'OSYTIVE
------- -_...----
AIR flOW RATE CF'" ? 8 - II 81291. 304.11 -lL'43.,e. 311.tJ 11E61. -23146.

AtA "ELOC:P'y fll" e - B Ull. :104.0 -216. 311.0 39. -51.

AlA flOW OIA£CTtrN liE-CENT e - B ·50.5 49.5

DRy-HUlI TENPEAATUA£ OEI F 8 -
, II _ 103.1 30;1.0 98.5 336.0 100.3 99.1
" -. 96.2 31] .1'1 94.1 ?19.0 '94.9 94.8
2
"-
H(JMIClTy AATIO U,U 1'1 - 8 - 1 .0208 3(.0.0 .0201 309.0 .0207
8 - 8 - 2 .0201 :)1].0 .0205 333.0 .0206

....w A'E~AGE
______- SENSIBLE
-------- HEAT
__e. GAINS
_____ WITHIN
______ THE S~GMENT
-.----.
.... HEAT RELEASE FR(tM TRAINS. UNSTEADY HEAT SOURCES 5.2 BTU/"A
•w STEIOy-STATE HEAT SO~CES 100000.0 BTu/"R
M£AT SIN« -56846.8 BTU'''R
UND[RPlAT'ORM E~HAUS' SYSTEM -.0 BTU'''A
...
SES Sf 5 US£A'S ~INUll SaMPLE PROBLEM -I - UNAIRCONOITIONEO STATION PAGE
"'1 6/1..
SUMMARY OF SIMUlaTION FROM 270.00 TO 360.00 SECONDS

iSTATlONI PlATFORM AREA BETwEEN STAIRWAYS FROM NODE 6 TO NODE 8

LENG1" 400.0 VT
A'£A 1'0.0 SO FT M a )r I M tJ M M I N I I' U 101 _ " I: It AG I':
SYSTE" ..-------------- ----'._----.....------ ---------------
PA~TITIONING
---"aluE TIME 'IILUE TrME VALUE
-----......--- --------- ------- --------- ------- POSITIVE
-------NEGaTIVE
------- -------
AlP FLOW RaTE CF~ 9 - 9 ?1?1119. 289.0 -348105. 350.0 S~4"" .9609 ....

AIR ~tLOCITY FP~ 9 104. 21\9.0 -491\. ~50.0 81. -137.

9 -
AlP flOW DIRECTION PEaCENT 9 - 9 ·42.9 51.1
9 _
DRY-8ULB TEMPERATUR[ OfG r , 9 -_ 9 _ 1 122.6 3j1,0.n 111.1 318.0 115.7 118.3
9 _ 9 _ 2 123.3 360.0 1111.0 311.0 1'20.3 121.4
9 _ 3 123.0 3:!1.0 118.3 ;019.0 120.7 120. 9
q - 4 120.6 321.n 113.!i 1.BhO 118.2 111.8
HUMICITY RATIO ( l81lA , 9- 9 - 1 .0207 360.n .0205 :109.0 .0201'1
9 - 9 - 2 .0201 360.0 .0206 316.0 .0201
9 - 9 - 3 -0 2 01 34 0'0 .0 2 06 119 .0 ·02ei l
t: 9 - q - 4 .020 1 336'0 .0205 1 8 0.0 .0 20 6

i AVERAGI: SENSIBLE
------- -------- HEAT
__ e. GAINS
_____ WITHIN THE SEGMENT
______ ___ _______
HUT RElEASE FROM TRaINS. UNSTOOY IEAT SOIlRCES 332581,..9 9TU/ .. R
51EIDy-sTATE HEAT S~.C£S 216000.0 BTu/''R
II£n SINK -1610864.2 BTU,"R
UNDEAPLATFORM EXHAUs, SYSTEM -.0 BTU...... R

"'~"""'" .......
.
'4.116"'4 SES SES USEA'S ~ANUAL saMPLE PAOBLEM '1 - UNA1ACONDITIONED STATION PAGE
j

SUMMAR' CF SIMULaTION FAOM 270.00 TO J~O.OO SECONDS

f STAHl".. , , STREET LEyEL STAIRwAy TO ~[lZANINE FROM NODE 7 TO NOOE 52

LEJt6'''' 20.1 n
AREA 96.S $0 f"T M A X I /01 II M M NI lit V M • V F.: A AGE
sys,~~ .------------.. ----
PARTITIONING VALUE TI/oIF VALuE TJME ---------------
VALUE
.-------- ----- -------NEGATIVE
POsJ1 IVE
--.----- --------
AIR flO" RHE ( Cfllt , 10 -110 170972. 340.0 -133320. 286 • ., 30EBO. -39IH3.

AIR yELOCITY I f!>fIO J II -110 1172. 340.0 -1382. 186.0 ·31A. -413.

AIR FLOW DlO£CTION f P£-CENT 10 -110 .36.3 ",1.7

PfR(Eh,aGf oF TIMf OUTFLO. VELOCITy

E~CEEDS 100•• 0 FPM 18 -Ite 12.1
ORy-e~L8 i£MP[A"UAE ( OU F JO -no - 97.8 344.0 9D.0 no.o ·9S.9 90.0
HUMIDITy RATIO c tli'lB It -110 .- 1 .0207 310.0 .0202 210.0 .Ol03
...
W
I
...
UI
•
.... ""'16114 SfS SfS USER'S ~ANu.L SOIPlE: PROBLE'" "'1 - IINAlRCONOIT[OH£O STATfON PAGE

SU"IPY C~ STMUl.TION rROM ~70.~0 TO J60.00 5ECO"DS

(STA~IO,j) s?PrET ~xIT TO EAST END or MElZANINE rROM NODE 1 TO NOD[ 8
LENGTH 100.e FT
AREA 450.0 SQ FT M I I( MUM M I N I .. U 14 AVE " I GE
SYST£N ------------------- ._-----.--------
PARtITIONING VALuE TINE VALU{ TIlliE VALUE
------------ ------..... .._---- POSITIVE "IEGATIVE
--....._----------------
AIR HOW IIlTE C,M 11 - 10 1l1231. 286.n -142981. 339.0 ':!f092. -22438.
AlII "flOClTy FilM 11 - 10 192. 18".(1 -3111. 339.0 58. -50.
AlII FLOW OJRfCTJOH PE·C[NT Jl - 10 '!:0.5 49.5

ORy-BUL8 TEMP£.~TURf on ~ 11 - 10 - 1 99.2 34"'.11 94.2 292.0 '96.5 _ 96!'5

11-10- 2 )06.6 348.11 99.11 ,92.0 103.4 103~?

HUMIDITy RATIO ( lail8 11"10- 1 .0201 350.1! .0205 191.0 .0206

Il - 10 .. 2 .0208 336.0 .Oz.? 791.0 .0207
I

... AVERAGE SENSIBLE

------- -------- HEAT
__ e. GAINS
_____ WITHIN
______ THE
___ SEGMENT
_ ___--.
I
'"
...
I:
I4EAT RElEIISE FI~OM TAU"'S. ,,"STEAO., H£IT SO"RCES 10.3 BTU'''R
I
STEIOY-STATE HEAT SOb.CES 10001)0.0 BTu'"''
HEAT sr. -87997 9 0 8TUA'oR
UNOERPlA'FORH EXHAUS' SYSTEM -.0 BTU.... R

-~
 "'''J,.I'4 SfS SES USER'S ~AMJAL SAMPLE PR08lEN 'I - UN~iRCONOITJONEO STATtON PAGE
li
SUMMARY OF' SIMULATION FRO~ 270.00 TO 3~O.OO SECONO~

(STAlIOfU EAST STAIRWAY TO ENO OF STATtON FRON NODE ~ TO NonE 9

LENeT" 10•• 0 FT
AR[A 1••• 0 SO FT M A II MUM M J N I MUM • V ERA G E
SYST£" .--.----------.----
PARTITTONING VALUE Ttl4F' VALuE TIME VALUE
.------.. --.---- POSITIVE NEGATIVE
------.-
Utl fLOW :UTf eVil 1<' - 11 305789. 287.0 -~·t30~. 342.0 6r231. -97233.
AIR ~f.LOCJTY FP.. 11 - II 437. 287.11 -633. 342.0 87. -139.
AIR flOW DIRECTION PERCENT ·1t8.· 51.6
11 - "
DRy-llUl.8 TEMP£."UR£ (DU V 12 - II - 116.10 332.0 109.0 286.0 112.4 iU.3
HUMIDITy PITIO lIA.B , 12 - II - 1 .020' 331.0 .02,4 ,.82.0 .0205

AYERAGE SENSIBLE HEIT GAINS WITHIN THE sEGMENT

....w ------- -------- ---- ----- -------=
, HUT R£L£AS£ FROM TAlltiS. UNSTEAOY HUT SOURCES 68945,..2 8TU/~A

.... STrADY-STATE HEAT sOuRCrs 70000.0 9Tu"·A

~
'"(IT SINK -293002.2 BTU'~R

UND[RPLATFGaM EXHAUS, SYSTEM -.0 8TU~R

.,
"'160 4 S£s SES USER'S ~ANUAL SIMPLE PROBLE~ -I - UN1IRCONDITIONED ST'TJ~ PAGE

SU..... Ry OF SIMULATION FR"'" 270.0il 'i;) 360.00 !iECONDS

tTUNflEl) Sil'HON END TO EXHAIIST FAN AT 3300FT FROM NODE q TO NODE 10
LENGT" 50t.O FT
AREA 40 •• 0 SO FT M A II M II M M N I .. U M AVERAGE
SYST'" ._-------.-.----_.- ------------------- ..--.--....-------
PARTtTIONING VALIIF: TIME VALUE TIME VALUE
-------- --------- ------- .-------- -----_. POsITIVE
---NEGATIVE
-------- -----""--
AIR FLO" lUTE ( C'" , 13 - ~~ lOS711';. c-A7.0 -4430;0&. 34?1) 6ti3l. -91l33.
AIR vELOCITY rDM 13 .. ,~ 164. <'81.0 -) loti. :'14l'.0 )S3. -?43.
AIR flOW DIRECTION P(-CENT t3 .. 12 48.4 51.6
DRy-BULB TEMl"£RaTURE C O!G r J )3 .. 12 .. 1 111'1. T 321.0 105.0 344.0 In.3 iOl.6
13 .. 12 .. 2 10 5 .3 1;>2.11 10104 <,16.0 103.7 i03. 6
13 .. 12 .. 3 102·0 3;>l·O 91.3 ?1a·0 IOO·S 99.9
HUMIDITY PATIO , LI;1.8 J t3 .. 12 .. 1 .0205 JZ~.O .O20~' 2'83.0 .0204
'3 .. 12 - . .Ol04 3;>'.0 .0282 ?84.0 .0203
... t3 .. 12 - 3 .0203 323.0 .Gte! <,86.0 .0202
w

.... AVERAGE SENSIBLE HEAT GAINS WITHIN THE SEGMENT

••
. "EAT REl.fA!5£ FROM TRaINS. UNSTODY HEU SO"'~CES q6~139.0 BTU'~R

STEADy-STAT( HEAT S~.CES 51000.0 eTu'''R

"£A1 SINK -641331.9 8TU'''R
 SfS s~s US~P'S ~'NUll SIMPLE PROBLEM -I - UN_IRCONOITIQNEO STaTtON PAGE
ffi "''''6n ..
SUMMlqV OF StMVl6TION FQOM 110.00 TO ~60.00 ~ECONOS

I vEN1IL.fION SHIFT' FIN SHAFT IT 3300 F'T - ExHlllIST M1DE FROM NODE 10 TO NODE 53
LENGTH 66.1 FT
AREA 156.0 '0 FT '" A X '" lJ M N I 1'1 U M , v £ RAG E
SYSl£M '"
.-.---------------- .---------------
PARTITIONING VALuE T[Mf vaLuE T(ME vaLliE
--- --------- ------- .------- ------- POSIT IVF.------- NEGanVE
-----.- --------
lJR FlOII "ATE CFIII 14 -114 16483CJ. 338.0 1I4CJ.,S. 186.0 1403ECJo. o.

AIR yEtO( lTv FP" , 14 -114 644. 338.0 449. 186.0 ·5610 o.
IIR flOW DIRECTION PE-CENT 14 -114 1011.0 -.0
pEAChU.GE oF TIME OUTFLOI VELOCITY
ExCEEDS )000.0 rPM 14 -114 94.5

DRy-BULB TEMfIr""UAE c OlG F , 14 -114 - I 101.3 311.0 93 • ., ~82.0 '96.9 .0

HUMIDITy plTlo I L81lB 14 -114 - 1 .0~02 313.0 .0202 360.0 .0202

.......
....
••

..1
t·
 . - ..._~ __ " . . . " r"'VDl.r:'" .. , - UNIIIIHCONOI,I<P«:O STATION PAGE

SUMMARY CF SIMULATION FROM l70.00 TO 360.00 SErONDS

fTuH'-El) rXH'uST FAN TO 3700 fT F~OM NODE 10 TO NODE II
LEHGJM 40 •• ~ trT
AAfA 400.0 SO i'':' M A )( M U M M I N I .. U M • v ERA G E
SUTe'" ------------------- ------------------- ._-------------
PARTITIONING VALuE r ,"',. VALuE TI14E VALuE
__-..r------...-._ --------- ------- --------- ------- --....---
POSITIVE N!G,tnVE
------- -.------
AIff fLOW PArr I Cf .. 15 - 13 183021. 2~7.0 -584317. 340.0 r1'356. -i9~047.

AIR "ELDen., fP" IS - 13 45A. ttS7.0 -1461. 340.0 31. -480.

AIR FLOw "IRECrION PUC~NT J IS - 13 11.0 ,.9.0
DR.,-B~L8 TEMP£~.TUR£ OfS" IS - 13 - I CJ6.CJ 345.0 93.7 ~81.0 ·95.5 9§.4
15 - 13 - 2 95.7 34'.0 92.ft 182.0 ·93.4 93.8
HUMIOny .ATlO U;l8 IS - J3 - 1 .0202 ?CJ:I.o .OZ.2 360.0 .cr~it2
15 - 13 - 2 .0202 ;i!'70.0 .0202 360.0 .02,2

...
w A¥ERAr~ SENSIBLE HEAT GAINS VITHIN THE SEGNENT
------- .. -..-.- ------ --- ---.--.
... hEaT RELEA$( FROM TRaINS. UNSTEADY HEAT SOURCES 626056.5 BTU;"R
o00'
STEADY-STAT( HEAT ~J.CES 4(1800.0 8TU...... R

~['T SINK -192913.1 8TU~R

II
11:11

'il".,·
a,i .
i- .-,,,11' s£s SES USEQ'S ~INUAL SaMPLE PA08lE~ '. - UH'lRCOHDITIO~EO STATION PAGE
"" SU""'ARY OF' StMULaTION FAOM no.oll TO 360.00 SECONDS

fTuN'ELl 3'00 fT TO EAST PORTAL AT 4000 FT FROM NODE 10 TO NODE 11

LENG1" 1 ••• 0 FT
AREA "0.0 SO F' M A Ie M II .. \I ERA G E
SYSp-", '"
------------------- " H I MU M
'---_._------------- -------------- ",
PARTITIONING VALUE TiME VALuE TIME VALuE
-----.-- --------- --------- POSIHvE NEGATIVE
-~ ...
----- --------
AlP flOil PATE ( Cf" 15 - 14 1830<'1. 281.0 -5843)1. 340.0 r:;;:!5~. -192047 .•

AIR ~fLOCITy ( F .... IS - 14 261. 281.0 -83'5. 340.0 18. ~274.

.I AIR flOil DIRECTION f pt.C(IIIT ., - 14 11.0 89.0

ORY..&lIl.8 TEIoIP£AI TUII£ DfG P: , I 93.6 341.0 91.4 282.0 -91.7 92.3
.s" _- 14t4 -- 2 92.5 319.1) 90.4 282.0 '''0.6 91.3

HUMIDITy RAnD LaiLa 15 - 14 - 1 .0202 270.0 .0202 358.0 .0<'Oil!

.S - 14 - 2 .0202 288.0 .0202 3511.0 .0202

w
L AVERAGE S!NSJ8LE HEAT GAINS WITHIN THE SEGMENl

~,

...... ~£AT A[l£AS£ . .OM TAa'NS. UNSTEADY HEAT SOUACES 461660.4 8TU'''A
. STEADy-STATE HEAT ~(£S 30600.0 BTUhR

MEAT SINK -54913.5 8TU/I'.

13 - l!I2 1 .. 1F'
~- -=---=='!
 t

This sanplE: pro11l:L1 uces the followiug SES program options:

1. Train I'erfo:c,mnce Opti0n 2 - Explicit train performance.

The user only enters a speed-time profile for the trains.

'l'he proGram computes the ratp of trajn heat rejection.

2. Temperature/Humidity Simulation Option 1 - The temperature

and humidity in each suhsegment is computed without taking

into IlCCOWlt any evaporation of moisture from the walls

in the system.

3. Humidity Display Option 1 - The humidHy in each subsegment

w:ill be given as the humidity ratio in pounds of moisture

per pound of ~ir.

4. Environmental Control Load Evaluation Option 0 - Ho estiJ:lat~s

of the heatinG or coolinG load necessary to maintain a !i;iven

design temperature in any of the segments are to be made.

In addition, no heat si.nk analysis is to be performed.

5. Heat Sink Surunary 1'1' lnt Option 0 - None of the infcrmatio;j

required to perfol"1:I a heat sil'.k analysis is to be printed

wIth any of the summaries.

6. Supplementat-y '.IuL!)\.(t Opti.C!1 0 • A mi!1imun; atlount of r:.on-

designl}r oriented outpat is to be pri;rLd..

has b<;:eu inst ",ll~<! 1'1 'the ste.tic.r: ,; <'::".:q:le p'e"rIe!:' J\'). 2. ~<;.d ::0 w:der-

~le.tfurm exh.aust:.
 When using Train Performance Option 2, the user must supply the

program with a speed-time profile for all the trains on each route.

The speed-time profile is either provided by the train manufacturer or

from actual on-board sp~edoneter readings. The user may have to

establish his own speed-time profile if absolutely no train performance

data is available.

The underplatform exhaust system data is entered on Form lG. The

only data required is the effectiveness of the underplatform exhaust

system when the train is stopped and when the train is mcving, and

the maximum train speed at v."hich the system operates. The data entered

for the unde.:-platform exhaust system was estimated based on theoretical

apprOXimations of underplatform eL1au~t systems.

Table 13.1 shows the ca1culati0ns of the speed-time profile for all

trains on rO"llte 1. This speed-time profile is illustrated in Figur'e 13.11.

Table 13.2 shows the calcula.tion ()i' the speed-time profile for the trains

on route 2. This speed-time profile is illustrated in Figure 13.12.

Any form that had to be changed in comparison to the forms provided

in sample prob1e:n No. 1 are given below. tulY addi tiona1 required input

forms are also provided below. These adclitionaJ. :'orJ:lS are inserted

in the appropriate sequence ,Ti thin the input c.atc. fc!'r.l.:: s~pplicd. in

'-~..mple problem No.1,

The following forns are "k:!prer3 ',.hlOn '.lsing Train 'r'eerfo]"1't,ar,ce <J:'t lOll ~:

Form 3D

Form 9H

13-195
 Table 13.1. Sample Problem No. 2 - Speed-time Profile - Route 1

~-;- --*;---1-- --:----r------1--r--- --i-.--- - --1

_ tL":1f-~-+-- ·~fL.0.f LTi :__ . ~leBMf V£LO~ITY ISTMJ{c_';I\I\Vfl,[ ClLfMII.CN~J\R lYS+~""PoSITIONIIJf

__ ~~~<J! ___l_ ft1-!'IH}t--~ -- l(£r/5~d~ __ - ~ (fLi ~ __ .l!1:1;'HlsE~)_ -«N4 ~f'1~~NTS
==i-I r--'--
----, - ! -
j
---:--T---+- -- -
: , : , ~:
!-- --~-~.--:-
_ _ _ .• u ~L__ l._~
i
__

-;-----i- +-----t- -- ---. -~ --+----~ ~ --~ ._- .L.-_~_ --.J- --~---L--- -~--- -~---,
:

. - L ) ¥__ ~_i_ ·iA·-~- -- :-- - - ~}I~~-T -.---:---R:~-,- ---r--

, 1).0
0·0
i -- ,-
____ 1 i l
_
.---- t - - ----~ --4-
:

--. TP.~f1N IS AT

- ~~n
--, ... lll'I~J
! i Drla/Ii
····-t---f , -··--1----..... _ -._0._ - -t- _------l ____ ~._. ___
I !
~
_+-.-__ i .. r-- ---t- .-.
L~ t'D) ~o .m)
I '

--~ - .- -t- - .... -

44 ..0 : '! ?.Bb :

j"J' to l '/0 ,..,PHj

_~ ? t)
I __ :f2~50 / :.;5 1 3
Tr AjA/ i5 11./ Te!JN!"
70 f./If'li f'~lj,I(7i(·1.
(I~ I, lS!-:_'" f
('j, v. 11. q '-1·5['
rf1-lf! )fA, ~ j f,<!',·,

;:: ';,I'fi 'of';1 I( n;r

5r • 0 ._ .- 1,14

(~( /0 11 /-iqJ
: .: . 8 ~.t • i 7 . nt~· V - 1. {, {; .2./8~,0

r~/tII'iJ'fil~ Ii A

',Tf;r I " ';r'IITIC>Ii

. U2;A,i[1I ~N ";T~ 11a~IJ

C. r~ ( , [ r~. 0 . L'i8~.[

___( ~ tq. 1C , ~f' ...J

+ i.' C.S

df Cf

13-196
 Table 13.1 Cont'd.

-.- . -r -

.~ ......
~

; 1"'''
i--~-·-:-~

V; -.:'
-----...---t~--

!.
;0 i
~.--~-+
--t-..---t-
,

t
(/
I

1""JL
--~----;-

.
'
'
1
I
I
.. -

---1'-- -T·---r---~----··-·
_! 1.7, ~p~U 1,7
T
I
-.'-1 - ~_~__t~ ~i't')
,/:2 ,72.
1' .
- )-"---1 - .... -

. . 35 7Z.7
. . _. _.

i-

I ,
- _ .... - _ .. -.--t
, I
-- -t.---.
I
,t--..- • _ I'5.Aj~ I\CqLf"_"~"Si
-----!- --i ----+
I .. _ .. ;-.- -~- .. _-- .-...,...._._- -~--. !-·--1--'· - ; ___ ~5~PH
,
FISiUTioN

~--·t·~-·-~~ ---t -.- --~---- ---j'--- -.----'--------1- -- ---J

:l1-f' ~ -j
'l~ ~ 3 : C -:l11\·J
.';~,~,{.~,
:7 53~2.'1

- 1-- -- ....-- _._,....-

, [fiA/ti ft1r;vfS ,AT ?5
----t-----+. ----.. fi!: our r;E ,:;y'<rnj

----... -.--+ --·--1·

t- .
13-197
--r-1 --~----r-' -r--.-~- !-l---;--~----~--T·-~--r-·
I : • I I ! I
~-~___r_-~- . :---~-- ~--~----- .-
----;- _.-:---+-----1-- --1- - ... - + .1 --1 -r -t-
• I"
------t.-
I . I
"---1--+- ., - -+
i
---·t --:- -- L- --1 .. _·-:·--·-1'·
,
·1

j~--~-~;-~t+~~LJ~--I=+=t_l_l=[-~ -~---l
,
---t- -

, I i
,
~-~

-1 t- - -I --"
I \! 0: i I I ! j ; ; (
+---·--·--+----t---+- . I : I ~----t- -"-~- -:--:-'i--_ u

I
: . l; ! ! i I ! : : ! : :
--~-i~- --·f-- -----4-----c----- - i.--t---l--j--+-:---!---~----t---
--~-+-.
1
--1.: --~--~
:
- I
4 - -j ;;-

--./. --- ··--1··-- _.-

, -~ -- --+- - ~--.- ---r-f--_. ._, ---~----.--;-.
i
I ,
~ __ --1~-+---.~ ___
I
+__ __ . __
'
~ ~_ -'--- .•. -I -- ,- -t----,
_ L.

.__-j-_-l_ . --~ ..
I

t ._._+

a
I,,; ,

C\J

.."

. n. {. . I •
//,Irv t/J./f'; NIV:.t L

13-198
 Table 1'1.2. Sample Problel'l #2 - SpeeJ-time Profile - Route 2

,--- -- - -

·r/ft.A£_~ __ i____~il qOiY: A.v.Er~fL~~~Jp:L )2r5t~~~ Tf',¥f4~1L HC~llK.nt~ RATE. Si'5tfr-1.PpsjJl~II"6-.

_(:_~c); .! l tl'if'~J) .J --.:{nl~~~1+~-4EI) -- (IY}p,H/~cJ
i " J
004 (Q~MfNr5, .....

--.\. . ---~-----

. f>- o. 9· Q, .. _9,0 . q,.O. .. Q,P

4), ~ 'i
!~~i'l ¥CEUF:/fIlf-:' I,NP

"'Tf~S '.~:Jf") b5 ~I'H

(C'.• ' L' 'I', H)

,
,i- • ..; C.O 1/7/:.'.;;
T,'1~ I~ !..~,...a (5 47. t.-;)

,~- ~.J Ii /. ( 1/' l(nOIl

(,''/'1/ . D/

(n, /","0 "'-,1'11)

l.t, C, +- 3~,ce

. (~D tf>/C mil)

'-~ • J
/ / il •
, ~j, . f.<,,-!;It:c

('1( lq;l- WtlJ

U:,.O ",0

I
13-199
~------- ~~~--~"",,=--~-_.~. ----0----
-1' ------:--.-----;-----y-~:_.

I
-: - ·1-----·-- -·:--1--------·--'
I i I .
_... _._-+-.- .. -

t .+

,
i
-. -+ .-.4- ___-4. __ _
!
.-l
I \
.- ~--- .... - ..- .. -i-_ --- ..... --.....; - - - - - - - •• '--1-~ --+ ----....- - - ;---- t--- r--·--t----
i
~.
I

j - --1 --+--t- -;---i----+--+--~--.

.• j._.... - -t i- <:.
"-.j.

, - - ...j

- ---!- - - ... - ~.

; -

·l ---, I
t· --4 ---- %.
...-- -----+- _.: ._-_...
.!;:.l
"'-

......
~ ,

-~i

U.
"....:,
<-'

~
"
.....
\'"1
...
"-

·t

C\J

<'J
Ir.
C\J
rl
[V)
rl

l::H::OO
 FON! lA - r.r.NH(AL nA"'A

I r,yr.tcm Iltcnli rl('(Ltion 15

[$1;151 lulsiElRI' 151 l~lAINI\AIAld IslAmld IpiRIDI61LlrlMlJilil

f'1·II'AINIAldIlIcIDINlcld1"ltlQINIf!ollslill4lrltlobJlllllll n
0s1llo1411111slX1
!)ate
1 Addition.al Title No. 1 1~

liLRhlAlrldolNllslyblrldNI IWldrlHI IsltlNI&ILiEI IBloIRI!1 Iii

i~INI~f.h.lsIIA\N~IIDloluI6Idd-1111\k!C!/(IIT1uIN~IEIL.! III ("!Xl
t,JJ,'.tiono.l 'Title :;0. 2
I "
C~-rJ8Il1llPINI lalAlsl IMIEI~llIAINI"N":1 H 1£lxllil1iMliliLIThHl
rII.IOIcIAITldDlld;~IIij?~I&\I.I£I-fflp§ltIKI Irl!AININI~lll II I" IX!

t to

111.1 I I I III II
\l '"
rd.1 I I I I II n
2) !:

Id.1 I II IITIl
II 4'"

lol.IIIIIITIl
"at Sir... S=ary Print Option 1~1.1 I I I I I I ':1
I~L I IIIIII
61
n
'"
101.1 I I I I I I II
7t ...
Allovable bput Error.
Ipl·1 1I I I I 11lX!

13-201
 I/blol.11111 n
~ .,
Ur:.derpll.tton Exhaust [tt.ctiv~r.4I. Vben Train il S";opped (Per cent)
1151.101 I I 11[I
:! 1 3~
t:r.r!er¥l6i.t!"cn t:r.haun Effectivene,s vben Traill 1. Moving (Per eent)
14151.101 I 1TIl]
31 .. .: :
:,:u;:!......~ ~a!n Sp(!'e:! at vhieh the Underplatform Exhaust System
C;.~r .. tes (t.:?::) Izlol.loll 1Il:IOM

N'..o!J!b~,. of Spetod-Time Profile Pc1r.ts 1/101. 1'1 I 11I (M

ro"'~r brut tc p.!:l!f!~.,:")' '~:·i!!'.
1"-!,,'l::oJ :~rr,,~'t (Hlovattl r':.'r -r:1.!r.·
i ~ (".' -,':r.r, .-

"
~'Jomm [QL 101 1 I ill I I I I I I I I "I (' 1 1 I I (TIM
-,
l10JQrIIJJ ~ I 1 I 1 I 1 I I 'I b 1 1 1 1 DEl
~lSl.lol un WillPI I I I I
1~
CI I I , I 1 I+j
oj

11I1
, , , 1..IX!
-, .,

1.111·101 II11 m.lol I ill CI I I I I I I 1 r1 1 1 I I I I IX!

!l

13i4J.loi niJ li~IQI.IDI rl"1 I I I I I" I

"
IIII [ I I 1 I I I 1M
,
[slzilis' , , I , IQIII()! I I I I I
'I "
I I I I I I I 1:1 rl I ,, r~ 11
e't ~. .te. .te. et.c.

13-202
 ExpUolt l'rdn Pertormanoe Data

P"",ber or Sp••4-T1II. ProrUe Potnt.

fO'l.'("T :nrqt t:. r.1":-::r.~~'. ';:-!_~!l

::-';,'

nrTfTT() nnTTfnXl
(Kilow,tts rer H1.ir.:
, . '. e
Iii zl.lsl I IJ]
14101.101 lin ('r I / I I I 1'j CI / I I / I ,1X]
II

~I. 101 III/

'"

rrrrJIIO Un / I I f'lXl
CI I \I I I rLX]
, ~ J8

!bI51.lol I , ! / IT' , I I I Ij

===:&: C·, ' . tl'tc, etc.

up:"1clt 'l'rain ?erform&rice nata

NUllCt'or or Spe.4.Tt •.• Prot!:. rolr.t. !e/.lol I I I I I I !Xl

1 "

. -::"
,
ro\.'p.r lllrllt
(n'ova.ttl
tc.. r. ... r.!r.t)1'
r,~r
'~:'iJ!'\
:-.. ,.'.:",'

nrrm
.,

rJ:rorf I I ,'I ('j ,],,'('I'rrlj 1"/1 ('fTI~'I'~

.
liliL10llm 1~151.loll/ n [11/1111 d errI I I I I fX1
fiECSI]]JJ 1,/51.101 IIJj trIl11 10 tnlll I I [XJ
15io!.lsl !ill kLJol I 1lJ] (II 11// /IJ
.,. 2.
trrri
'I
IIIN
,.
I-I:r
IT! ! II I I w
II
(slol.lsl I II] @i.wl I I I I I ! I I I IJill
,
n n rI I I
,

1,1)1.151 I I i I
• 't ~.
tlliJ ·101 lin
etc •
I III I I I 1 i'C><J
fit.:. etc.

13-203
 Expllc1 t, 'I'r.~ n Performa.n~e Da.ta.

rOW'I~l' Ttl.i'ul to r.e:J~··~cl" r::'i~r,

., It::: .'
~ j ,..... , " I
.., I /, ,,~ ,. I -. r",' ~ vOl
If:: lov.ttl r·;-·· '"
!':~: ,'.:

rf'{i'iriXJ
. :>
11 .,.1 IS

I/lol41.IQI I I llkl·lol I III i I 1111 IlJ ('I

. , ., ,
('I I I I I rrtxJ
.,~

11!llsl.loim 00·101111'1 ITIIIIII)

eo; :. etc.

13-204
Results of SaMple Problem No.2

The output generated in sample problem No. 2 is in the same format

as the output obtained in sample pro'Jlem No. 1. The only differencE's

between sample problem No. I and saIJple problem No. 2 are that in sample

problem No. 2 the train performance option is 2 (explicit trajn per-

formance), and the station possesses an underplatform exhaust system,

whereas in sample problem No. I the train performance option was I and

there was no underplatform exhaust in the station.

The input verification for the train performance provides the

speed-time-distance profile for the trains on each route. The

speed-time-distance profiles for both ro~te 1 and route 2 are given

belOW.

The information entered in Form IG for sample probl~m ,10. ?

takes into account the Gnta for the underplotform exhaust ,-,ystem

in the station. This portion of the inpvt verification is also given

below.

A plot of the average dry-bulb air temperatures throu~hout til(>

~ystem simulated in sample problem No. 2 is show~ in Fi~ure 13.13. The

resulting air temperatures in the station were much lcwer in this

sample problem than in !iRmple r,,'oblem N". 1. Thi;:, iii due Lo th!" r'H't.

that the station in thl S f,finml p pr"hl"l" hr;rj PrJ unrlf'rp1 tlt l'orm exh:nst

system.

used explicit train perrorma~ne nnd the lntter ure~ imr'i:::it tr~ln

performance. The reatching :::t' the t"il'O :J::mple F·C~.li~:-;S' ~,rain Der-

fl)rnance vas done il1tentional.1y ':.0 allcv th~ '.lfer +,,1 :;n,kr.· c?rtnin

l3-205
 fZO
tVol~; DU7$'f't. AMtll{"ir l'f.:y- ruLE .~
KeY
Ill," rr,.,po.'!ntAP.L ;~ D
10 F.
~ Rpll7'E t
; I\'our~ .4
\L ~;A-.
Q
. .- . ---raJlltPi tt A'T£ll{n·tfl/
'" /f(}
IU
--x -- k- MEllA tI JNf N,SA.
~

~
~
Ol-
""
~. ,,
1
\l,\
i- 100 If·
"
.-:.-
IX: , I
'~ ,
<( , ' -.; !
. .
:.) "f.-. -.- .:1 . ",.
-' I~ -£r- ...-: .•.
..... :J
w [zl
,
~:~
I
I\) ;:....
0 L 'to J '!
0-.
c:.
'-
~
c;e:.
~
.....
:::..
''C

"
80 ,
i,OOO . ZjOOO .3,000 j .04:, a,oo.l
SYSTEM Lo.GATII)I\i.) FT

~~ t-- -=L_JI: I •••

--~ -- -1'---_ _ ----1

"fi';g. 13.13. S8Jlllle Problem No , 2 - .\vera,Q;e DrY-bulb Air Ternperatutes. in the Sys tern

,
I.. -:1
 comparisons between sample problem No: 1 and sample problem No.2.

Some of' t!1ese compa:!':'sons are as follows:

The resulting average dry-bulb air temperatures in the tunnels

in sample problem No. 2 compare to within three percent of the re-

sulting average dry-bulb air temperatures in the tunnels in sample

problem No.1. This is due to the very close matching of the train

performance between the two sample problens. Both sample problems

1,0. 1 and !fo. 2 utilize the exact same system; therefore, any

variations that can be found bet'o,reen the two simulation!> in the 3€n-

sible heat release to the tunnel air can only be due to variations

between the two simulations in the train performance an(l. resultinG

tra:!.n heat rej ect iOIl rates. A'2 mentioned pre .... :i<)usly. the performance

(and thereby the heat rejection) of the trains in sa.Il.i.ple problem Ho.

2 very closely matched the perforI:"JG..'lce of the trains in sa.znple proble:n

No.1, and it was for thi.s reason that the average tunnel ai.r dry-bulb

temperatures cGcp9.rec. very closely.

The resulting average station dry-bulb air temperatures in the

platfol'1'!l area in sample proble!!l No. 2 are approximatel;,· 10 degrees F.

cooler than the reslllting average jry-bulb air temperatures :'n the

platform area in semple problem No. 1. This is due to the fact that

the syst.em in sample prohlen '10. 2 had an underplatforrt' f>Xhfli.1Rt f'yr.te:::

in the 3"t'l<:ion. .IL"! ~derple:tfor::1 Exhaust syster.J. captures a certain

fipccified ~Cl'.::<:ntagc cf tl".z :--.(;a.t rejected from trains ...Idle the trains

c:w.:e in tht.. static.n. ~h~~~for2, the tra~n h:at rejection to the

:i!"i t,he pl at form arc!!. in f,Wi_r:.e protol eI:! No. 2 we.s l'educc6. in cwIll;al-ison

.'oblctl !I...,. 1 by the a 1J:1t Qf tra.in heat tho.t was . tractcd r.y th:)

~, =to 13-207
underplatform exhaust system. This reduction in the traiu heat

release to the platform air caused the reduction in the average dry-

bulb air temperatures in the platform area in sample problLlu. No.2.

The resulting average dry-bulb air temperatures in the mezzanine

area in sample problem No. 2 comparp. very closely to the resulting

average dry-bulb air temperatures in the mezzanine area in sample prob-

lem No.1. Due to the fact trains do not travel through the mezzanine.

the heat rejection from the trains has very little direct effect

.upon the average dry-bulb air temperatures in the mezzanine. As can

be seen in the summary printout, over 99 percent of the sensible heat

release in the mezzanine area is from steady-state heat sources. There-

fore, the fact that the station in sa.n:ple problem No. 2 ha;;; an under-

platforn exhaust syste:n is of little or no importance when determining

the average air dry-bulb temperatures in the mezzanine :i.n sample J?rob-

lem No.2. As both sample problem No. 1 and No. 2 utilize the same

exact system described in section 13.1. the steady-state heat sources

in the mezzanine in both se~le problems are equal, Therefore. since

the sensible heat release to the air in the mezzanine in both sample
problem No. 1 and No. 2 are approximately eQual, the average air

dry-bulb temperatuares in the mezzanine for sarnrle pro~lem No. 1

should aI-proximately eClua.l the average (lir jrJ-tt8.b ter.'llel·r..tu ..·~s in

the I'lCZZanil,e ill bCtl!lple 'Proble!:! No. 2.

13-?,08
~t
-~
 '"1'11'' 1'1'
"
I:
.

TRANSfT OEVELOPME~T CORPORATION

Jll(1ClI11 XX XXX JCX X'XXXX

l( X X
l(XIll(II XXXU XXXXX
II. X X
X X' X
lCXlIXXX XlUIXXXX XXXXXX

SU8WA. ENVIRONMENT SIMULATION

...
CoO
, SiMULATION OF
...
o
.
S[s ~SER'S MANUAL S.-PlE PRoBLEM -2 - UNAIACOHOITIONEO STATiON

I STATION SYST~~ WiTH SINGLE BORE TU~HELS AND DOUBLE-TPACK TUNNEL

S1a'ION HAS MEZZANINE - ~XHAUST FAN ~OCATED IN DOUBLE-T~ACK TUNNEL

DE~JGN TIME l1tO HAS JULY lOO.

05'04115
PflEPi'RED 8" -
PARSONS. eRIHOKEAHOF'.
OUAO( .. OCUGLAS. INC.
NEW YOAlh .W YOAK

II
 ....... ....
_ -
~.

"10.175 C:Eo; SFS USE~'S -.'m.l SaMPLE PROFILE" .~ - UNA tRC~NDITtONED STaTrOtil PAGE

flllPI" VFRIFlCATlON OF" GFNFRAL DATA

FORtI IC
TPAIN P~QFOA.ANC~ OPTION 2 EXPlICIT t~EAT REJ. COMPUTED)
TE"'PEAATIIRf I MII"IOITy SIMULATION OPTION YES
~U~I~ITy DISPLAY OPTTON HUMIDITY RATIO
FNIIIRONM'ENTll C(lNTR01. LOAD EVALUATION OPUON o BVPISS
~£AT SINK SU~MARY PRJNT OPTION o BVPISS
SUPPLEMENTARY OUTpuT OPTION o
ALLOWAHL~ S,_UlATIOH EPRORS o
ALLOWA8L~ INPIIT "PRODS o

NU M8ER OF LI~E SEGMENTS 14 FOAM ID

....w TOTAL NUMPEA (IF o;ECT'ONS 15
• NUMBER O~ VE~TrL'~ION SHA"T SECT'O~S 4
N
o~ IS
...o NU"RFA NOOFe;
NtJ"FlIOA o~ ftAA,..cMF'D .,IINCTIONS 7

HUMBFA o~ PORTILe; 3

HU M8ER OF' Ut!STEAnv H~AT SOURCES o

~u .. RER 0" FA~ TVPES
N(J~B"R 0'" TlalN QOOT~S 1 FOffM 1£
NUMBER OF TAArN TYPEe;
NUMBER ~ ENVrRONMENTAL CONTROL 70NES I)

, AN ~TOP"If6G/""'OMILLING OPT10N 1 SIUOLA'l'ION '1'I!:RHIUA'!'ION

NUM8EA o~ TAAINS IN np(RATION AT INITIALIZATION o

'f
I
I
L
 "'", ,,·'l'<I.:'!Ilr.:.
~tr .,

""
,1I,U1S S£S SES U~R'S ~ANCAL SAMPLE PR08LEM '2 - UNAI~CONOITIONEO STATION PAGE

INPUT VERIFICATION OF GENERAL DATA

DESIGN HOUR NEATHER DATI

IMB.EN! IIR DAY-8UlB '[MPERATURE 90.0 DEG F f'ORM If'
-"lIEh! AlA WET-BULB TEMPEAATUAE 80.0 OEG f"
aMBIEN! •• AOMETRJC PRESSURE 29.50 IN. IiG

AMHIEN' AlA DENSITY .0112 UI'CU f"T

IMBIE~T HUMIDITy "ATIO .02017 La/LB OF CRr AlA
lMeIEHT RELATIVE HUM1DJ1V 65. PERCENT
DAIl\' W£ATHER DATA
NDRNlhG AMeIENT AlA DAY-~~~B TEM~A~!~t 80.0 i)EG f'
MORNlhG AHSIEN' AIR WET-6~L8 TEMptRATURE 7!1.0 DEG f'
'W"" AMWIEN' H~MIDITY RATIO .0)364 Lal'La Of CRy AlA
£V£NI"G em OFf' HOUR II4It1£"" AIR UHY-BllL, l(MPERATURE 90.0 DEG F
e EVENING OA OFf' HOUA A~IE'" AlA N~T-8ULW TEMPEAATURE 80.0 OEG F
aMbI~T HUMIDITY RATIO .02017 La/LB Of' CAr AI"
A""UAL WEATHER DATA
AMPLlfUOE OF ANNUAL 'EMPE~ArJRE FL~TUAlION 20.0 0£9 F

A'IIRAGt: PATRON WE 16M' 150. LBS FORM 16..-

UND[MPLITFOAM EXHAUST EFFECTlvENE~S WH£_ 'AIIN IS STOPPED 65. PEACENT
./

UND[III>t.ATf'oAM EX"AUST ~HCTI¥fNESS wt!o. TRAIN IS MoV"'tG 415. pEACENT

"'I~ T"AIN SPEED AT WhiCH THE UNO£MPL.TF~AM EXHAUST ~YSTEM OPERATES 20.0 f4PH

:!
I',' _i
,I ~i
 pIIMJ''I§ S(S SES USER'S ~A~Al SAMPLE PROBLEM '2 - UNAINCONDITIONED STATlON PAGE

SYSTEM GEOMETRY
SECTION STARTING £1tt01N6 NUMBER INITIAL
100NTlf ICATlOli HOOE NODE or AIR flOW
""..efR NUMBER NUMBER SEGMENTS (e'li.
LI. ~cn0H5 FOR'" 210
3 3 o•
2 2 .. o.
5 J 5 G.
6 4 5 o.
., '5 6 CI.
a 6 1 o.
9 6 8 o•
... 11 8 o.
.• 12
"
8 9 1 o.
! 13 CJ 10 1 0.-

IS 10 II 2 o.
"M'llATION SHAFT SECTI~S F"lRM 28
3 3 50 o.
. . 51 o•
II 52 o.
14
"
10 53 o.

: II
1-rllJ.._ 1!
 ~''''lS 5£5 sES USE"-$ ~A~Al SAMPLE PROBLEM '2 - UNAIRCONDITIONED STATION t'AGF.

I ....' VEAIf'lUTJON "OR TRAIN "oun I ROUTE _. - WEST TO EAST - STARTS AT 0 n ANO ENOS AT 5000 FT 'OAM 8A

T.AIN SCHEDULING DATA

, . . ,. SCHEDULING ORI61N .0 fT
MUM8lR Of GRouPS or TRAI~S T"AT COULD E.TlR ROuTE 2
_It ,. TIIfACIC SECTlOIIS n. T"IS flGUTE 5

DELaY !IMf BEFORE DJSPA'Chl~6 FIA~T TMAa,. o SECONDS

TAAIN GkOUP INfORMATION fOAM 18

GROUP NUMB£R OF JAAIN TIME LAST TRAIN IN ~AOUP
flUM8£R T.AII'S TYPE HEACIIIIY 8ECOMES OPoAno"'.L
CSECOfItOS' • SECONDS)

1 1 1 II

2 30 1 90
•
2100

......,1---------------- ---- ----------------------------------

....

,.,...,JS q:s SES U~EA'~ ~ANU'L SAMPLE PROSLEM 12 - UNA[RCONDITrONEO STATION PAGE
----..
l..u! ,[AIFICATION FOR TAA1N AOUT~ I ROUTE -1 - WEST TO [AST - srARTS AT a fT AND ENOS AT stOO fT CONTINUEO

TRACK SECTION DATA FORM 8C

TM4.C« LUCA110H OF ELEVATION
Sleu.. FORw.RC !NO OF RADIUS OF OF fORWAP.D "A.I~LM ALLOWABLE
....... 'A"K !oECTlON UNGTH CURVUURE E..,O G.AOE '.Alt. vELOCITY
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. NUM«N . , sECTIC*S THROU4ih "HleH NOlaL ".SSES 7

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INPU~ VERIFICATION FOR T~'IN TYPE '.PICAl TRAIN - CA~ CONTROlLEO 'ORM 9A

TOTAL NUMBER OF CARS PER TAAIN 8

NUMBER OF PO~EREO CARS PE~ TRAIN 8
TOTAL LENGTH OF TRAIN 560.0 fT
rRONTaL AREA or TPAIN 100.00 50 fT
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SKIN fRICTION COEFfiCIENT .0110
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Ef'ECTIVE SURrACE AREA fOR RADI.TION 22.0 25.0 50 fT
EMISSIvITY or RESl~lANCE ELEMENT .90 .90
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V£AlflCATlOH OF TR.\ClIYE EFFORT AVAILAalE MtIO CURRENT REQUIRED HASED ON THE YEHICLE DATA
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INPU! VERIFICATION FOA TAIIN TYPE J TYPICAL TRAIN ~ CAM COtiTROLLED CONTINUED

MUT~ CIRCUIT RESISTANCE PER MOTON (SU~ OF NOTOR AND E~TERNAL RESISTANCES. FOPM 9G
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TIM( 210.00 S"COMO'I 2 T~AIHCS' AAE OPERATfO"AL

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TIME 22".0. O;frON~ 2' TR,f~(SI ARE OPER.TJ~.L

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TRaiN T ., LocaTTON SPE~D ACCELEQATtON "PIG C()I;F. OF [FFOGT CURREIliT TOTAL UR ACCEt. DEC l. LOSS RFJFCTiOIli
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TJM£ l3'1 •• ' Sf"(:O"lOr; 2 TPAtHIS' IPE OPEqATIONAL

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TIME 250.00 SE~O~OS 2 TPaINIS) ARE OP£RAT'O~~L

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TIME 27ft. Oft ~Ern-.o~ ;> TRAIN(S' ARE OPERA nONAL

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R T ITR TR'!'CHvF. MOTOR MORS[POwFR GRID TE~PF.RA1~E POWER HOT
TRUN T y LOCATION 5 PEFD AreELERA nON tjilAG COEF. OF EFFORT CUR<1£tlT TOTAL AIR AceEL. DEC .L. LOSS REJ£CTIOtf
NO. E P I~"ETI (MP"" , .... "'/<;£C) ttR'i1 AIR ORIC; ILBS/MOTOR) ( ","PSI nRAG (OEG ,., fflEG ,., tl'TU/SEC-'f)

7 1 , (lRCI~.97 L'''.lo; 3.IIA 393. 3.:17 ?3<;1. 3117. 44,,0;. 23. 2q4.2 7"0.9 1. 6 37 2.387
(; 2 1 lOT"?71 7.4"! -?f.~ -f.9. .5.23 o. O. o. -I. ?42'.7 794.0 2.671 1.901
---_.._-----------.---------.------------.------------------------------.-----------------------._----------_.---------------------
S'I'STF" UTF.:NT UR HU"ItDIT'r
SEI\I~t9LF.: AIR AIR TAlIN POSITION
LENI;r!' P.RTITIO~ING tl[ AT LO." HraT LnAD TEMPERATURE RATIO FLO., VElOCITY RTE R1'[ RTE IItTE
(fT' (BTU/SEC, (IIITU/5I"C, (OfG FJ ILA/LA, ICFM, ('pMI 1 2 3 6

100.0 1 - fTUN"fL' wEST PORTAL ro II~~ ~T - RoUTE

.f' .0 ClO.Ol .0i!1I11 9?6~1I.3 309.0
1 - I -

110·" 1 - . I Tl'.... rll 1100 TO 1200 ~T - ROUTF 1

.2 .0 00.02 .021111 91688.3 . ~70.A
1 - 2 -
400.0 1 -
, n"NM'lU 1200 TO 16M F"T - ROIIT~ I
411.9
...w 1 .4 .0 QO.14 .0~O17 926819.3
I 1 - .4 .0 On.4a .02017
,.. -- 1..
..
:;:
600.0 .- (TUN"EU PORTAL TO 1600 FT - ROUTE ~
•
4 _ 1 6.1 .0 1:13.79 .02n24 -214433.0 -CJ53.0
~ - .. 6.1 .0 Cl4.33 .02023
. --
94.'!4 .n2023
? -
.
4 - 3 6.1 .0

110·0 '1 -In' (VENTILATION SNAFT, vENT SHAFT" IMO FT - ROIlTE

'1 -Ill' • QO.48 • Of'r. 11 14~44.0 71.7

63.1 4 -11)4 (VENTILATION SNA~T) VENT SHAFT AT 1600 FT - RoUTE 2

" -104 - oo.on .02017 -7053.5 -35.3

600·0 c; - II; ITIlN~'fll 1600 TO ?2011 FT(START of ~TA) -RTE ]

~ - Ii
II; -_ I .4 .0 CI(,.Cl7 .1\2~17 78344.3 3411.'
c; - Ii _ .4 .0 91.54 .02017
f ~ .4 .0 92.4? .0"1117
. ..3
600·0 .... (TUN"ElI 1600 TO 2100 F"T(START O~ 5TA'- RTE 2
"-
fa - ra - I 6.a: .il
6 • 6.0 .0
" - ..
-*'- ---......._.---_.........
 ......
r
J '] fI.f' .0 ClS.38 .0::01134
"- " -
7 (STATtC~1 <TART Of STATION TO wf~T ~TAlpWAY
"0.0 7 -
7 ~ ClO.2 10.0 103.00; • 0;:0.,101'1 -1211035 ... -1"4.3 ~
7 -

ltO.O II ISTATtf!NI WEST END OF w£7ZANINF TO ~TREF.T EXIT

II _
"- 13.9 10.0 '17.7<; .0?O71 -63024.4 -140.1
III - 1
2 13.9 10. n Cl4.77 • .,::>1166
A -
"-
400.1I q - II (SUTIONI DlATFORM AREa eETWEEN STAIRWAV~

9 - II- 1 ;o"7.1I 10.0 11)6.79 .020SA -66010,9 -94.3 7

q - II - 2 362.1t 10.11 'In9.17 .(1",,64 7 R
"
q - C; - 3 3";0.4 10.0 110.(,0 .lI;:o070 7
q - q - 4 3"2.4 to.O 110.<;0 .Ol(.\12 '7 II
"
20.0 10 -lit' <TREET lEV~l STAIRWAY TC MEllA~INE
IS" f""IY'
lit -110 - ClI).ro .0?.,I' -4511113.2 -474.tt

... 200·0 11 - • ., (STlTIO"'1 <T~EET EXIT TO EAST END OF HE11ANINE

w
11 - • ., - I 13.9 10.0 Cl6.59 .11;>072 -11'-2"~ -38.3
... Jl - If' - '/ 13.9 10.0 1,,..49 .02081
~
.;0 - 11 (STATION' ~ASi STAIRWAY TO END OF STATlnN
1"·0
3"i4.~ 10.11 1(19."" .O"n69 -83'-32.1 -118."~ 7 II
12 - II -

5 . . ·0 11 - 1;:0 (TU,",,"U ~TATJON END TO EXHAUST FAN AT 3300FT

Il - 12 - I 243.3 .0 IIIR.62 .0"1157 -83;1132.1 -208.1 '7

I] - 12 - '/ 4.7 .0 InS.63 .020 47
13 - 11 - '] 4.7 .0 102.06 .02.,3?

46·1 16 -114 (vrNTJlATI~ SHAFT) rAN S~AFT A' 3300 FT - EXHAUST MOOE

16 -114 - 97.17 .0 .. "1 9 146596.2 '512.6

O 1'5 - 1" (TUNheU ~XHAU~T FAN TO 370~ FT

.t.· Ie; - 11 - I 5.8
"i.8
.0
.1)
97.17
cU•• " 1
."(1(119
• ., .. 017
-;>(1911128.3 -574.6
IS - 11 - .
3,•• 0 IS - 14 HuN"'Elt '700 FT TO raST"poqTAl AT 40nO FT

14 I 4.3 .0 92.70 .0?011 -229",.,.3 -)28.3

.5
15 -_ J. _- 4.3 .0 QO.94 .02017
2

',:il,i,"
 rl
"il
0.'17n4 --F.e; SfS IJS{Q.S "'''UIL SIMPl[ PRORlr. .... ~ - lINURCONOlTtONfO STATION PAGr.

'3U"""IRY D~ or;TIllULATION fROM '11'.00 TO 3"0.00 '>ECONOS

fTu""EU ,,[ST PODTAl TO 1100 FT - rlOuTf FROfo4 NOOf 1 TO NODE 3

LENG'" I~ft.ft ~T
AA£I "ft.o 5~ FT to! I X ... 1/ .. . N I M U M I V Ell.. G E
SYSTJ'" --------------.---- -------------
PARTITY(lNING vlLur T''''£ VALUE TT~E VILuE
--------- ------- POSlltVF. N('GATIVE
-------
----------
IIR FLOW RITE C"~ 1 - (5)050. 2'n.o 92·97. ~7ft.0 20ee ••• o.
AlA IItLOCITY FPIII 1 - "170. 297.0 lOA. '170.0 f89. o.
lIP FLOW OIP(CTION PEACENT 1 - lGD.D -.0

OAT-IULB TFIFFRITt,Rf 'Of" F 1 - 1- 93." 297.1'1 90.0 ,91.0 ';0.3 .0

HUMIDITy RI"O , lfl'L8 1 - 1- .020? . 270.0 .0202 :Jl0., .i202

AVERIGE SENST4LE HEAT GAINS WITHIN THE S~GNENT

...
w
~EIT ~L£'SE FDOM TR.tNS. UNSTFAOY NEAT S~'''CES 65561.. 8TU,"A
III
lot
• STEADy-STITF. HfCAT SOURCES "0.0 8TU'"''
"EIT stNIf -4913.7 9TU/"A

!i
1

~ ~-,-~- -- ~ ,,"- -
 '4'lU14 ,)Fe; SES USE~'S ~ANUAL SIMPLE PROBlE~ *7 - UNAIRCONDITJONED STAlION PiG£

SUM"'IAlY OF' STMULATION FI(O~ no.oo TO 3M.OO SECONDS

cTuNt-tL) 11 00 TO 1200 FT - ROIJTi' I FAOM NODE TO NODE :)
LENGTH 100.n F'T
AREI ?o;O.!I SO F'T M • X M IJ M MIN ~ U M j V £ A AGE
SYSTr~
PARTITIONING VAlUE TIMI'"
-------.-----------
VILUE TFME VALU£
po')" IV" H£GATIVE

AIA' FLOw RATE C"" 1· ~ 651050. Z97.B 92497. 1ITB.O 20Et'44. o.

lIP. vELOCtTy FP,", 1 - ~ 2~04·. <'(n.o 370. ~TO.O e2'" n.
AIR FLOW DIRECTION PI'RC!IIIT 1· ? 100.0 -.0
DRy.~ULB T£MPER.TI~£ DES F' 1· 2 - 1 94.7 29"'.n 90.0 <,92.0 Cit.S .0
HUMIOITY RAno LE/LB 1· ~- .0202· 270.0 .0<'02 170.11 .02,2

IvERApE SENSTBlE HEAT r,AINS WITHIN THE SEr,MENT

...
w
'"'EAT QELEA<;E FPOIo4 T~HfjS. UNSTf'ADY HfU SOIJRCES 64600.0 8TU/I-A
N
W
00 ST~AnY-STATE HEAT SOu~CES 700.0 8TU/"A
HEAT <;11111( ·fl93?2 BTU/toR

'I""'-~I""'",!
--_.......- .-.-~. J
 ...,
"4117174 <;1'.:<; SES USEQ.S ...NtlaL S."'Plf PRoaL':'" -2 - UNURCONOIT(CNEO STATIO.. "A(;E

SU"'MaRY OF ~tMUl'TION rqOM 27n.00 TO 360.00 SECONDS

CTUN"'EL1 1?00 TO 1600 fT - RO'ITE 1 FROM troDE TO NnOE :]

LENG'" ~no •• ~T
AIEA ~l~.' SO FT M a x I '" U M M I N I lit U M .. V E A A G £
S'I'!;TFM ---_.--.----------- .------------
PART ITJOilflNG ValuE' TIME VALUE TIME VALUE
------ I
--------- ------ POSITIVI' NEGATIVE
-------- --------
AIR FLOW RATE CI'M 1 - 3 65l050. 297.(\ 92497. ·l'Tn.o 2IH-4. O.
AIR vELOCITY FPM 1 - 3 2894. ?97.n 411. l'70.0 ·'iIA. o.
AIR FLO" DIRfCTlON PFACENT 1 - ! 100 •• -.0

DAy-II",-8 TF:MOERA11IP£ DE6 f I - :] - 1 9'5.9 loo.n 90.1 ~93.0 IliI.O .0

J - 3 - 2 96.R ln~.o 90.2 ::095.0 '91. T .0
HuMIClT., A"10 U!/tB J - ,- I .0202 270.0 <,70.0 .02'2
I - 3 - l .CllOi' '-70.0 .0
• oJ"82 304.0 .0202
"..
..
I . AVeRAGE SEN~t8lE r,AIN~ WITHIN THE SEGMENT
III ------- -------- HEAT -------
0
• ::069546.8 BTU'~R
"£AT RFlI!At;E FI)O"- TRUNS. UNST"AO., MFA' SOtlRCES
~TEAOY-S",E Hr'T SOURCES ::OflOO.. 8TU,t-R
"EU SINt( -8::OS6~.O BTU'''R

1,1-iL ~,
ji ~.
\,
ii
, '4.111'14 sEt; SES USER'S ~aNlIll SIMPlF PP03LFM '2 - UNAIRcnNDITIONED ~T4.ION PAGE

SUMMIRY OF' SJMUL4TION FROM ?10.nO Tn 360.00 ~ECONOS

CT(JNIIIELI PORTAL TO 1600 FT - ROUTF. 2 FROM NODE "TO NnOE 4

L£NGth ~~o.o ~T
AIFA ~~~.~ ~O FT .. A l( I M II J N I 101 U • v ERA G £
S"ST~III '" ""
paRTITIONING -----------.-------
VALUE TI"'F -------------------'"
VALUE TIME' ---------------
VALu'-
_ _ _ _ .r. _ _
---------- --------- ------- --------- ------- ---.---
POSITIVE NEGATIVE

AlP fLO~ ~AT£ C~~ 4 -101128. 291.11 -2?5747. 351.0

------.- iI. -172151.
2 -
AlA VELOCITY FP~ ? - 4 -461. 292.t) -10113. 351.0 o. -765.
AlP FLOIII DIREcTION Pf"C£IoI' ,. - " .0 ioo.o
DAY-dlJlB 'FM~liI'n'JRF (MI; F' , ? - 1 93.11 3"0.11 93.t 322.0 .0 93.5
,. - 4 -_ 2 134.3 '60.!! 93.t 307.0 .0 93.8
? - 4 - J 95," 34".1\ 92.5 ?'I4·0 .0 94·1
4 _
HWlIOITY RaTtn « "R'Le ) 1 .1I20? 30;1.11 .(1202 311.0 .0202
2 .0202 340.0 .0202 302.0 .0202
... 3 .0202 3"'-.11 .0202 ,,94.0 .0202
"., - "4 -_
w ? -

N AvERaGE S£NSt81E HEAT GAINS wiTHIN THE SEGMENT

------- -------- __e •
.... ------ --- ------. I/
~EaT ~lEA~E F'PQIII TPa!NS. ~STEAOY HFAT S~'RCES, ""''''''.0 8TU'''R ~

STEADy-STaTE MEAT SOURCES 61200.0 8TU'''R

"EAT SIN. -"'0950., BTU'''R

I
'.
I
.'1.
iiil~
 ."'1t114 <;£0; SEs USEp'S ~a~'l SAMp~£ PRo8~fM ., - UN_1RCoNOIT10NEO STATIo" paGE
f'
SUM~&ay CV StWULITION FPO~ ~7e.oo TO 360.0~ SECONO~

« vENTILaTION ~AFT I vENT SHin AT If1(11l n - ROIITf 1 rROM NME , TO NOc,r '50

LENGtH ll!l.' F'T

AAt:4 :JIIO.' SO FT MAl( ;i lJ ... M I N I III tJ M ... " £ " • G £
SYSTEM ------------------- .--------------
• • 0!'11!1 _ _ _ _
P,RTITlOflltNG VALUE TIMF v... l.UF: TIME VALU£
-------- ---
PosJ1tvf"
..--
NEGATIY£
-------- -------
aIR f~OIl RITE ( C"'" ) 3 -1(13 352391. 297.11 -140132. 185.0 3~3t13. -41794.

AtA '/ELOCUY I Fa .. ) 3 -1113 1""2. z'n.I) -704. ?8'5.n 167. -23ca.

aIR ~\.OW nlPfCTlON P'ACENT 3 -1(13 .38.5 61.5

PEACE~T&6£ (IV Tl101F: DUTFLO_ VELGCLTY

£"e£EDs 101'1'.0 F'pM 3 -11)3 6.6

DRy-euL8 'E~PERaTUAE ( DU F 3 ·ln3 - I 92.4 301.(1 90·0 ?73·0 '90. 7 9ct.o

HUMIDITY IIUIO ( LP;lA 3 -103 - 1 .020i' 273.0 .0102 lICJCJ.o .0212
...
W

N
N,
.

III
,Ii: i
,I ----------------------------------------.----------------------------------------~II
,1,1",',.

, II
,I _J
.., SF:S US£O'S .,lJ,jl!ll <;IMPlE PROBlE'", .~ - lINAlRCCNDIT10NEO SUTlOt./ PAt;".
.... "11'1 .. "f"t;

SUMMARV OF SJMtJ! aTIOIII F"QOM ;:>711.00 TO 31':0.01) t;ECONO~

( VE",ILATIOIII SkaFT ) VENT SHaFT AT I~n~ FT - ROUTE 2 FROM NODE "TO NOO[ 51
LENGTH ~'.l rT
ARE. 10n.0 SO FT 10\ A X MUM M I/If U M II V ERA G I:
SYSI"1:1oI -~-----
'" ..------.--- .------------..•
IJART[TJt)N[NG '!ALUE ,1"'£ VALuE TINE VALu!;
--------- --.---- -------
POSIltVF ~rGATlVE
-------- •. _----.-
AlA flOW lUTE { CFII I 4 -In .. 114839. 316.0 -144445. ?8"i.O 21!e40. -2.10tl.

AlR vlLOC[Ty I FPII ,. -10. 574. :316.n -7~·". :>05.!! 144. -121.

alA FLO~ OIqECTTON , PFRCENT ... -H14 f".S 35.2

P£Rct"'TA~ OF n ..F t)IJTFLoll vELo:"ITv

[~CEED~ 10n~.D FPM ,. -104 12.0

ORY-IlUlB TE'4Pf'''41''PF (O~G F 4-104- 1 r;lf;.0 :33,' • ., 90.0 271i.0 9!o.5 90.(1
HUMIDIT., IUITIO t~J'LR 4 -1~4 - .0203 309.0 .~2'I!? ,,70.0 .020l.»
...
w I

.....
w I'
i
'j

.,~
1.
 i'
"1i ""1111. c;f~ S£S USER.S .....U.l S.MPlCC PQ09lfM III _ !)NA"]qCONDJTIO~ED STAnON PAG£ :

5""'''-'''# Of" 'iTMUlaTlON FROM 710.00 TO 360.0.' SECONDS fi

:';
HIMt-ElI 16~0 TO llOO fT(STAPT OF STA) -ATE FROM NODE , TO NnnE S I"
. ~1
i
L[N6T~ ~OO.O ~r
AR£A ~1~.ft 50 FT lot A l( t M If lot N I III U M • V ERA G F. !'
S'f5T"'~ '" .-_._-------_
p"IU ITJONING -------------------
IIALUt; TIME VilltE
..TIME'_--- .. _-.-----------
VALUE'
"
---------- - -_.-.----- ------- -------.- .-.--- -------
F05JTIVE' NEGilTIVE
--_.---- ---.----
AI~ fLOW ~A'E ( CF~ '5 • c; 4113163. 304.0 41465. 351.0 2;11050;. n.
AIR VELOCITY FP~ 5 • c; 2147. 3n4.11 2]). 351.0 0;8;1. I).

aIR fLO~ DJRECTfO~ pEpCENT c; • c; 100.0 -.0

ORy-eU'~ TEMPER.TURf DEG F ) c; • c; • 1 91..6 306.0 90., •• 91.0 ·91. A .0
5 • c; • l' ge.l 30Q." 9n.s ~~q.o Ci2.5 .0
'5 - 3 99.5 313.n 90.7 JOI.\) '93.4 .0
HuMIDITY RaTIO f LPil9 ,
"- 1 "07M' ;Off?" .070? ;>70.0 .0202
cc; •_ c;
~ _ - 2 .0;>11;::> 270.0 .O20l ;>71.0 .0202
...
w c; - ...: - 3 .n211;::> .,70·(1 .0102 ;::>71·0 .c; 202

ilVER'fiE SENSIBlE HEAT GAINS ~ITHIN THE SEG~ENT

"
.......• ------- ------..
l~aT ~[l!il~E "1»0114 T~"NS. IJNSTFADY MFAT So',qc£s ~3C;7Al.O RTUI~P

STEAOy-STAT£ HEaT SQuRCES .. 200.0 BTU'foP

toEH ';Tt..'K -14ft568.S BTU' foR

t,

1:1

IJ.i
l~
 '4'17114 511"" SE:S IlSE:R'S ~A~UIL S''''plE pAORlF" 1t7 - fJNIi IACONO 1 Tfo IIEO STATlOIII pAGE'

~UMN'~Y O~ StNI~ATrO~ rDON 710.00 TO Jbo.on SECONO~

tTuH"ELI 1600 TO 2200 FT:~TAAT or STAI- RTE 2 fAOM HODE • TO NODE 5

l~N6T" "eo.O "T
AREa lJ".n 0;0 "T X N N II M N . U M ... v E A ... G £
'Sy!>Tf." '---
" ..to -----------.-- --------------.---- ---------------
DART IT IONING ~'LUE TINF VALuE TtMf. VALul"
----_.----- --------- .-------- POSIHv~ NEGHIVE
------- --------
alA fLOw AAT£ r ~r~ 6 - 6 IflA11. 2Mo<,.0 -2'U.065. :.n6.0 E7ii. -171561.
aiR yELOCITY FD~ , ,. . f\ 84. 280<,.0 -1 JCl7. 116.0 1. -789.
aIR flaw DIA£C'JON PERCENT .. - 6 5.C; 94.5
Dlty-ilUl8 T£NP£IUYI!I'f 'Of!; F , .. - I q,..o 33?0 94.9 :11'".0 '0;5.6 95.5
6 - 2 ·n.? 'l2"1.r 94.11 31;>.0 ·li6 •• 96.2
,.,. -. ".. -- 3 99.9 317.~ 93.7 106.1'1 96.1'1 96.6
HUMICITy qaTIO r L~iLR J fo - .. - 1 .0203 309.0 .0i'02 '147.1'1 .1'202
.. - ,. - 2 .02~3 21'11.0 ,0'0i" 3"1.0 .0203
.. - 6 - 3 .Ol03 3 6 0'1'1 .0202 33"'0 .0201

: AYEAlr.E SENSIBLE HEAT GAINS WI~HIN THE SEGMENT

'. --------
"CAT A£l"Asr "1l'~M TAUNS. INSTiaOy Hf'AT SOtlRCES 11'1"433.0 BTU,I-A
STEAOY-STATE ~.T SOURCES 61200.3 BTU,I-R
MEAT 'iI_ -,,56165.6 BTU,I-R
 5Uf'1M.QY C~ ST"'ULII,ION F"P.O~ 770.00 TO 360.011 "ECONOe;

fSTJn~t START O~ ST.TION TO wEST ST,!QW'v ~RO'" NonE r, TO NODE 6

LE_TH 10!t.1t tr1
AR£a 700.1 SO ~T M A II '" I ~ I MUM .. v E ret AGE
'" " N
SVSTf'"
COIRTlTlONING VALUE TIN" VALUE nME VALUE

POSITtv~ N£GATIVE

alil flOW lUTE C'" ) 7 - 7 321nc;. 302.1' -233955. ]44.0 IOOU". .566t;?

AIR yELClr.tTV F'PM 7 - 7 45q. 30;:»,1' -334. 144.0 )44. -81.

7 _
.. JO! fLOW OIRECT .Ofol ( HDC['H ) 7 fl.1 36.3

OR"-~ULB T""'COffln""'E Del; F" 7 - 1 - 11')3.1 3<;9.0 93.7 305.0 ·CjB.fI iOI.6
7 _ 7 _
HuMJOlTy AlTIO ( lR;lR .020e; 360.0 .0?03 116.0 .0203

.YE~..Gf SEN~IPLE
HE"T GAINS WITHIN THE SE~ENT
...
w ------- -------- ------
"EAT QflE.c:;r FoO" ":'RAINS. UNSTEaDy HEAT SOtJRCES ~772q2.5 BTU/~P

""
II"
.' STFAnv-S.',F HFAT SOUDCES 76000.0 8Tu/top

"Ell Snil( -,013t4.3 BTU/ .. R

UNOfRPLATF/)QtIo EXHAUST SysrE" -3045.4.5 BTU/ .. R
·.'I.'I;...-,. . . J -.. ,.-~ ..

04111114 '\Fo; SES USEqlS ~ANUIL SIMPLE PRORLF" #2 - UNAIRCONOJTJONEO STATrON PAI;e:

SUMMaP'\' O~ SIuULATION FROM <'71).00 TO 3... 0.00 C;ECONI'S

,STATION, ~fST ENn or ME71ANINE TO STREET ExIT rROM NODE ... TO NonE ;'
LENGTH '!oo.o FT
AR[1 "'i1l.0 SO FT M X 14 IJ M N M U .14 I V ERA G E
SYSTEM "
-------------.----- ------------------- ... --------------
PARTITIONING VALUE TIME VALUF. TtME VALuE
------------ .-------- ------- --------- --.---- POSITtvF
--.....---NEGATIVE
-------- --------
AIR FLOV RATE crM I! - ~ A10;30. lllll.1I -110810. 31 .... 0 19E47. -15101.
AIR vELOCl"Y rp,. I! - II IS". 300.n -246. 316.0 44. -34.
AtR fLOV OIRECTTON PFRCENT II - iii ,,0.4 39.t.
II _
ORy-eULB TEMPER'TIIAF I D!:G F II - 97.q 3r;7.'" 9"'.9 3<.'::0.0 4j6.7 96.3
II - II - ..1 9C;.(I 310.0 93.7 :07".0 '94.3 94.2
II _ II _
HuMIDITy "all0 I LII/La 1 .0<'n7 3!10.n .0106 30R.1' .0:00'1'
II - 2 .02"'1' 35"." .0106 "7t..O .0201'>
"-
...
w AVERAGE SE~STRLE HEAT GAINS VITHIN THE SEGMENT
• ------- -------- -------
~ "EAT ~F:LF'«;f FROM TRII~S. UNSTFAOV Hrll' SOtlACES 3.3 BTU'/-A
...
~TEAOY-STATE HFAT SOURCES 100000.0 f'lTU/"~

HEAT SINK -36§49.6 BTU'/-R

UNDEIiIPLATFOJ<.: FlIMAUSl SYSTF:M -.0 BTU'''A
 04/17114 CiE5 SES USEo.S lI.l,jI'AL SAMPl~ p~OBI.r" It? - I'NAIRCI)NDITlONEO SnTJOtoI PAGE

SUM~apy O~ SIMULaTION FPOM '7n.oo TO 360.00 SECONDS

(STATION, PLATF3RW AREa RETwfrN Sl~!RwAYS FROM NODf ~ TO NODE 8
L!tfflTH 400." FT
a R(" 1(10.0 <;0 FT M A X M M M N I .. U A V ERA G E
SYSTF.:w "
------------------- -------..•-------..-'" ---------------
PART nrONI"'r. VAlur TiMr VAlU£ TTNE VA'.UE
------------ --------- ---- ....- --------- ------- POSITIVE
-------
NEGATIVE
-------- --------
9 _
AIR FLOII AATE C"" 28r;nSA. ;ORr;.o -278;011(1. ,50.0 977711. -58152.
IJR VELOCITY FPIIO 9 _ " ?qr;.o
401'. -39A. 350." 14';. -1'13.
9 _ "
AlA fLOW nIPECT'ON P"ACENT 9 f;O.6 37.4
OAy-t!\Jl.8 TE"'P£RATIJAr OEG F , 9 - Q - 1nt..A :.'It.O.I1 911.:0 ,0".0 101.1 l04.Oj
Q - Q - ..1 10 9 .? 3t.0.1) 10:0.4 309.0 105.2 tn6.9
9Q -_ 9OJ -_ 110.1\· 11>0·(1 U"i.5 311.0 107.'5 lnB.6
,.3 1l0.C; 3"'",0 1.,7.? '14.0 108.4 108.9
~1I;rTY AUIO ( til/LA I Q - Q - I .0204'> 160.11 .0,"04 10".0 .020-0-
...
CoO q - q - 2 .02C'!" 360.0 .1I?05 '16.0 .02n5
9 -_ Q - 3 .(1;0(17 3"n.n .02'06 314.0 .0201\
Q - 4 .0207 3"0.0 .'106 :>77.0 .0207
i AVERaGE SrNCileLE MEAT r,~INS WIThIN THE SEGMENT

~EAT IInEAS( FPOM TIU'hS. UtoISTfAOY HEAT SOllRCES 340~~q6.2 ~TU/~R

STEAOY-~'.T£ HFA' ~ou.C£S ~7~OOO.0 8TU/~R

~£AT ~T" -86~747.0 RTU/~R

uNO£~P' AT~OPM EXHAUST SySTEM -1'573175.3 B1U'~A

L ________-------'
 '4/11'14 Sf'S SES USERtS ~A~JAL S6~PLE P~OBlf'~ -2 - U~A1RCO~OITIONEO ST'TI~ PAGE

SUM:>tIPY OF' STMlIUTlON F'RO~~ ~70.00 TO 3100.00 <;ECONOS

• STAIRWAY STR'OET LEVEL STlIRWAY TO "'E7Z6NINF FRO~ NODE 1 TO NOOE ~2

LENGTH 20.0 "T

AR£A Q6.0; 50 F'T '" A Ie I M II M I III I M U M II V E II A G F
5VSTF'M '----------------.-- ---------------
VALuE
P/IRTITIONING VALur:: TIM"
" VALuE T'IIIE
.-------- ----'-- POSITIVE
-------NEGATIVE
------.- --------
AIR FLOW PATE , CF~ I 10 -1111 18;>2<;0;. 3311.11 -140449. ..83.0 JU34 • -338611.

AlA yF.LOClTy '"PM 10 -JlO lBllq. 3311.0 -1450;. ;t83.0 ·314. -351.

AIR FLOW DIRECTION ( PFIIICEIllT 10 -110 ''''1./1 511.2

PERCENTAGE OF' TI~E nuTF'LO~ VELOCITy

[XCEEDe; 1000.0 ~P'" 10 -110 13.2

DRy-BULB TEMPERaTuRE (DFG F' 10 -110 - qfl.2 ]44." 90.0 210.0 '94.9 90.0
HUMICJTY RATIO ( Lfl;LB 10 -110 - .020 1 34f1." .0202 ..70.0 .0204
...
w

:
•
 041'17,7_ "EO:; SES USEPIS ",_",lIaL SAMPLE PRO~1LEM II;J - I.lNArRcONOITI0NEO ST"TJON PAGE

SUHMAAY ~F c;TMULATiON FROM 770.~0 TO 360.00 ~ECONOS

(STATtON' STRffT ~XIT TO EAST END OF ME7ZANTNE FROM NOOE 7 TO NOOE ..

LENGT~ ~fto.o ~T
AREA 45~.O SQ FT M A X M U ~ M J N I U II 'liE" AGE
SYST"," ------------------- '" '"
------------------- ---.-----------
PAATITtnlollNG VALUE TIME VALUE TtME VALUE
-------.--- --------- ------- --------- ------ ----
POSI"YF NEGATIvE
-----.- -----.-
AlA fLO~ PATE CF~ 11 - 10 141&30. "'113." -148780. 3311.0 ~_9"9. -~2711"

AlA vELOCITY FP~ 11 - 10 310;. "'A~.O -331. '31'1.0 0;6. -15ft.

AIR FLO~ OIRECTJO.., PERCENT n - 10 !i3.11 4".2
DAy-BULB TEMPEAA'fIJRF I OEG F 11-11'- 1 97.2 3411 .. !I 93.4 287.0 -95.3 95.L'
11 - 10 - ? IDL'.4 3"'I.!! 97.4 ~813.0 100.1 iOO.2
HuMIDrTy paTIO I LAil8 , 11 - 10 - 1 .0207 3'50.0 .0205 187.0 .,20fo
11 - In - ? .0201'1 3f10.0 .0'07 1.87.0 .02011

t
AVERAr.E 5ENC;tBLE HEAT GAINS WIT~IN THE SEr,MENT
I!N

II "'EAT PELEAC;'; FROM TRAINS. UNSTI"AOY HF.AT SOtlACE'S 10.9 BTU/"A

STEaOY-STATE ~EAT SOuRCES tnOOOO.O BTu'"''
"EAT 51"'1( -63367.1 BTU'''A
UNDERPLATFOQM EXHAUST SYC;TEM -.0 BTU/"R

'''it -1-
 04/11114 5£5 SES USEDtS fll"4IJIL 5AMPLF. PR()ALF.~ ~" - UNAlRCO"lOITJONED ~TITf()tl/ PARE

SUMMARY C~ 5'fllI~6TION FRO~ ?7~.OO TO 360.0P SECONDS

,STATION, F.ASf STAIRWAY TO FNO OF STATION FROM NODE A TO NODE 9
LENr,TH %"0.0 ~T
AREA lftO.' ~ FT '" A X M 1I '" I N I ., U ~ II E R .. G E
SvSTFII4 '"
'.------------------ .--------------
PARTITIOIIIING VALUE TIME
" VALUE TINE VALUE
.-------- ------- POSITIVE
-------
NEGATIVE
------.- --------
Alp fLOW lUTE CFt' J? - 11 :191972. 2e5.(1 -354049. 341.0 IOUll. -64922.

AIR \jElOCITY FP'" Ii' - 11 5f-(l. "'Io;.n .506. 34100 153. -93.
AIR flOW DIRECTION PFRrENT 11 • 11 El. 11 33.0
DAY-~~l8 TEMPER'TuRE OEG F 109.7 31\0.11 106.4 346.0 )07.6 i07.7
I:'> - " -
HUMIDITv RATIO LP'L8 \ 1'-' - 11 - ."Z07 :13(..0 .02'05 ~7f1.0 .0207

AVEReGf SENSIBLE HEAT GAINS wITHIN THE SEGMENT

...
w
- ..--.- ----.--- ------.
HEAT PELFASE FROII4 TRI ... 5. UNSTI!AOY HEAT SOlll'lCEo; 1114<;4.6 BTU/~R
N
III
... STEIOY-STITE HEIT SO~'CES lOO!lO.O BTU/toR
t<EAT SINK -~~9603.3 BTU/toR
~NO£DPLIT~ORM £X~'USl SYSTEM -300;084.4 BTU/toR

'I

~'- .... '.'--........-

.J
I' •
i

'.Vl11l4 C;f:S SfS USEIUS -A'4I1AL SAMPLE P~OflLEIol M;> - IINAfRCONOITI0NED STaTION PAGE

SUMMAAY OF ~TMULATION FROM i'7~.OO TO 3~O.OO ~ECONO~

CTUNf'lELt STATION END TO ElCHA(;ST FAN AT 3101l"T "ROIoI NODE q TO NODE 10

LENGTH "iGO.G FT
AREI .~O.O ~o FT M X M II . M I N I U M • V ERA G E
SYSTF'"
•
------------~------ ------------------- ._--.----------
oaRTITt{)NJNG VAlUF TIME" VALUE VAlU£
'"TIME
------------ _&#------- ------- --------- --.,--- -----
POSiTIvE NEGATIVE
-------- --------
AIR FLOW RAT~ CF~ 13 ~ 1;> 3q 1972. 2R"i." -3'541149. 34\.0 IttEe2 .. -6492;1.
AlII VELOCITY ( 1"~" J~ - 1'- 9110. 211'5." -8"5. :141.11 267. -1"2.
AlA FLOw DIRECTION ~.CE~T 13 - 1'- ~1.0 33.0
DAY-8UlB T"'''"'I!AITIIRF (Df'G F , 13 - 1'- - 1 108.1 l'if,.O 104.9 ~44.0 106. 4 io".8
13 - 11 - 2 1II7.G 151." 103.6 17:<'.0 .05.0 105.3
13 - I" - 3 lO4.CJ 341.0 100.7 ;o74.G 103.l in.1
HUMIDITY RATIO C lAilS , 13 - 1'- - 1 .fJ20fl :114.G .02'04 179.0 .0ll'1"
13 - U - ? • (I:<'Ofl 334.n .OZ03 i'8l.1l .0201J
W
.. 13 - I' - 3 .02(15 334.n .oz,z ?tI3.0 .,2'0 4
I
lot AVERAGE SEN~,eLE Hf'T WITHIN THE SEGMENT
t ------- -------- ---- GAINS
"Ej~T RELfASE" "ROM TRAINS. UNST~.DY Hl!ll SOIIRC£"I 99.~4.5 9TU'~A

~TE.Oy-STATE HEAT SO~.CES 51000.0 BTU'~A

HEll C;INK -1&-877.2 BTU'~A

~- ........---.-.-....-- ••... I:
 04/11114 c:rc; SF.S USEolS ~'NIJIL saMPLE P~OqLFM ~2 • VNAtQCONOJTroNED STATION P~G£
J
'£. _'1MIRY OF 51"ULIITION FROM ;170.011 10 3M.1I11 ~ECONOS

( vENTILATION ~HAFT I FAIii SHAC'T tT 331111 F'T - ExHal/ST MODE FROM N!oIlIE In TO NooE li3

LE~GTH 4~.1 FT
AREI ~C;~.O SQ FT M A X Ioi U .. M
_ _ _ 0I
N I III
__________. _ .__
U M _VERAGr
5'5T"''' --------------
OART hJO'U"IG VALUI': TIME' vALUE ,IME' VALul:
--------- ------- POSlTlvf
-------Nf:GATIYE
--.----- --------
AIR FLO" DATE c,,~ 14 -114 168"79. 336.n 107853. i'83.0 14410". o.
UP yElOCfTv FI:IoI 14 -114 "o;<lo. 316.<' 1t21. 1'83.0 !!63. O.

AlP fLOW OJRECTJON , PI;RCE"IT 14 -114 100.0 -.0

P£RCE~TIGE OF TI ..F. nUTFLOw VELOCITy

E~CEEDS IO~II.' FPM '4 -114 cal.4

ORY-8UL8 TEMPERaTUPF , OEG F 14 -114 - I 1<'1t.? 34".0 96.3 <'18.0 101.0 .0

H,...delTy uno LPiLfI 14 -114 - .0204 316.11 .0202 284.0 .1203

...
w

III
..
W'

--"~~
 14/11114 ~£~ SES USE"IUS ""Nl.'IL S.MPLE PROBLEM II, - UNURCONDITTONED S"ATIOH PAGE
----.-
~UM~IRY CF St"'ULATION fROM 170.00 TO 360.00 ~ECONOS

CTuNf-EL) £xHIUST fiN TO 3700 fT FROM NODE 1ft TO NOOE" 11

LENGTH 400.0 FT
AR[, 400.0 sa FT ~ A X , '" u '" "I [ M U M AV[RAGE
SVC;T~" '"
P.RlITIO~ING VILur TIME
-------------------
VALUE TI~E
------------
VALuE
--------- ------- ------
POS_TlVE NEGanVE
-------- ------.-
atR flOW AATF. t;F'" 10; • 13 1651130. 2B4.11 -49i'::!n. "34).0 llif43. .13i"....
AlR wELOCUY fP'" '0; - ,~ ""3'. 2"4.0 -1131. 341.0 14. -33';.
IIA FLOW DIRECTION PFACE"NT ,I; • '3 ·31.9 tiP. I
ORy-tiULB TE"P[RITIIA£ DfG F 1 101.0 344.11 96.3 ;078.0 ·1i1l.7 98,7
'" - 13 - 98.7 IiS.8
,e; - 13 - 2 34".0 94.1 ,7".0 96.0
HuMIDITy RITlI) LP/LR 10; • 13 _ 1 .0202 316.0 020 <,84.0
15 - l ' - 1 .0~D2 3"leO
1
,.('!l~0 'f.I~.O :un
...w
aVERAGE SENSfALE HEAT GAINS WITHIN TH£ SlRMENT
------- .------- __ e. ------ --- -------
N
.'" ~EaT RELEAS( fPOM TP.'~S. UNST£,OV HEA' S~'RCES 614534.9 8'U/~R

STEADy-STAT( HVI' S~~C£S 401'00.0 8TU/~R

~EaT <;INI( .'46851.3 8TU/~R

!
I

_ _----'IIJ
 I,
,." I

"" t4/11114 <;F'i SES USER'S "ANlltt S4HPLF PROBlfM 't' - IJ~IA (RCONOJTtONED STAnON PAGE

SUMMAOY OF 'itNIILIITION FROM ;>70.00 TO 360.l'0 <;ECON05

(T~EL) 370ft FT TO FAST POPTAL AT 400n FT FROM NOOf lit TO NonE H
lENGTH 10".1' FT
.I"'A 7&0.0 SO f'T M " l(
M N 1 .. U M • VE A" GE
SYS''''''
'" u '"
"AOTITI"NING VAlUF T1IiIF VAlUE T,14E VAtoU£
:ooc;ITlYf NEGATIYE

IIA fLOW PATE CFt' '''' - 14 260;0311. ?A4.1'1 • 492271. 141.0 ?9E43 • -lliR44.

IIR veLOCITY f'P" ,0; - ,. :.119. ;:>A4.1'1 -703. ~41.0 4? -Ifl!!.

AlA fLOW DIPFCTrON PFRCE~T ,0; • 14 ·~1.9 68.1

ORy-IIULA TE ..PFIUTlJRF OfGF ,0; _ , • • I 'I'i.4 340.'1 9?4 .,7".0 "i3.4 93.7
10; - 14 - ? 'I3.e; 3111.0 90.6 :lt78.0 '-;1.7 91.8

H\;"ICHy IUTIO lP/l8 ,0; - j_ _ 1 .Ol02 33<1.0 .O:lt02 197.0 .Oill02

,5 - ,4 - 2 .020? 33R.1I .0"02 171J.0 .O~02
I'

...
w
IVER 6 r.E Sf: NC;t8lE HEAT GAINS WIfHIN THE SEGMENT
------- -------- __ e. -------
N
UI
UI "EAT RElEAc::e f'POM TAUN';' UNSTFAOY HFU SOIlRCES 43~813.0 8TU/~R

STEAOY-STATE HFAT SOuACES 3i1600.0 8TU,I-.

HEAT SUlK -7~300.T 8TU,I-R

I i
-----t
 13 - 256
~-----
 nn .c •• nn~

13 • 5 SAMPLE PROBLEM NO.3

This sample problem uses the following SES program options:

1. Train Performance Option 3 - Explicit train performance.

The user ~nters both a speed-time pl'ofile hr.d a train heat

rejection profile for all trains on each rO'lte.

2. Temperature/Humidity Simulatior. Option 1 - The tempera.ture

and humidity in each subsegtnent is computed without taking

i'lto account any evaporation of moisture fr')l'.: tile walls

in the system.

3. Humidity DIsplay Option 2 - The humi.dity in each subaegment

will be-given as 'the wet-bulb temperature i.n degrees

Fahrenheit.

t.. Environnental r.ont,rol I,oad Evaluation Option 0 - r;.) estimates

of the heating 0:1:' cooling load nec:essary to maintain a given

design temperatur':! in any of the segrr;ents are to be made. In

addition, no heat sink analysis js to be perforned.

5. Heat Sink Summary Print Option 0 - None of the information

r~quired to perform a heat :;: in..l{ aml.lysis is to b:: printed

with any of the s~maries.

6. S'lpplemen i ;'ll'Y C'utput Option 0 - A minilI'UIn a:uOUllt of nOll-

c.eEigncr oric!1ted cutput is to be print.e::l.

No simu.1.ation errors and ';,) i~;:put c:'ro:~'s are to be allowed.

The differences between thir; prc.hlPm IW,l sa!np]t,> pr6blem ;'lo. 1 !l.re

that this problem us -;s Trl! in Ferforr.:ar:cc 0pt ion ~ (sfL..'11)le p~'ohlcl;j 1io. 1

used Train Performance :JpUon 1) ana. the tiurnlJity Displey Opt.;on is 2

1 (humidity ratio).
program with a speed-time profile and the train lwut rejection rates

for all tne trains on each route. This sample problem u~es the

exact Hame speed-time profiles used for the trains in sample problem No.

2. The calculation of the speed-time profile and train heat rejection

rates fel' rcute 1 are shown ~n Tab] e 13.3. The npecd-t ime profile for

route 1 is shOvT!) iI},Figure 13.11 and the "peerJ-time profile for rotlte 2 is

shown in Figure 1 '\.12. The calC'ulatio:~ of the speeu-time profile and

train heat rejection rates for route 2 are shown in Table 13.4. Additi0nal

data poL1tS had to be added when entering the trair. heat rejection

rated to t.ake into accOlmt the step-function in tbe external resi.stance

curve and the variations in motor current for t.he trrtir· ',1} sien system

(see F:ieure 13,9).

The llS2r nur;t be extremelY care:('ul when calculating the train heat

rej ection rates to l~ake certain the step-fur.c tions in ttl' external resis-

tance curve 9.re "taken into o.ccOtUlt. In addi t:;'0n. th~l'e are step-func"Lions

that. occur when the train accelerates from a stoF or begln!:' brakinc that

must also be accounted f0.~·. The lll?tor currE'nts and c:J..ectrl ~ll.l resistances

for each data point when the trai;1 is accelerating, and the o.cceleration

rates and averae;e angle of the trar:k with respect to the hod zontal

when the train is braking are given with the tra.in Gpced-time-heat.

rf:jecti011 ',!'ofilec ill ';.'abl<!G 1.3.3 and 13.4.

The t.hree numidity l'i~;p]e.:r OpthmB all giv,! tlw "'lJr.", ar,SW,~;C5 i~l

diffe.r mt for!P3. It is sirr.ply D. I:iattcr of choice fl.!, to whether or not

thtl user loIishcll t.he hur.:.idit:r to be expr~sscd Ilof) t.llt: l1ul'.Iidlty ratio

iOption 1). wet-bulb L'':l:.per('l;l.:~~' (Opti0!l 2). or relai;ivc h';m-;'djty

~Optitm 3).

Any foms that had to be changed in comrarislm to the forr:~t provided

in sample problem rIo. 1 are ci"en Lelow. Tr'CE" aciJitiol"2: :'orns 9.1

13-259
 .,·<.,,-.··~·o- __ .,_~~.j!"i""".·

-.-~~~~~---~~~~-;;-- --:-,~"C"-::., . ....._.........-=r~_,.;;;;;; __-

.......,...~""

Table 13.3. Sample Problem No. 3 - Train Performanc~ Option 3 - Power

Input to the Resistor ~rids - Route 1

-=- - -I. -
--'--. ; ----i ---;-""'1
l
+ ~~ it' 1,. ·jl---~,--"'c,' --',' -- - ..-.J," -- :-L-f-..
' ~-.
.. -. -DdQ- ' __ [)),.OL., --P1 Cl._ .__12-1$f£5_~_+_ -.-+._o.~-t-~-.- ... _-*_-=-;_~~z_,
- ;--.-~ .. ---.~--. ---+--. l-t--) -- j l - ~.. l__ -.l.--t--~--+-- -+-.~ ... :

_.}_._~o ,___ . I.q.. ~_! __ j':!~L_'lqo.,-t i ~Q__ ~. : ______ .1-"_;.~o7.

~\
-4-- .1

-
. ....• ~.
-. "",CD .. Lui. 0 j . 1,/. ~7
i .. ~--+--.

0: 0

.,
2/,4:1 ::>'0:

.
,
.~

T: r' }f,r {t.',VI 47· ( .'. (: S ",

i: . C ~. 0 51f,J~ :! c. co 5

Z7,~
<'
.Jlr~" 0, ()

;~'1. 9 0,0 t.
tt ..
7 'j <Ii ,.,. C>
~.
A,~
, - , ,hb
' ,
)INq -: c, 0

..
5'Z.6. ..

p·8: D. 0 }'«Iftl-

U,~, . ~. (,,0 •. ~I '':;'J ,-;

b~ (I r. 7 ~ :.j'! /' . ( . c 5
,- . i
U. (15 (II C' . I -:c. _. I 'f -= /' ~ S

q~, B' :r ~ 27'S I( rr '0. OS'

10S.O a,o;

11.0.0 J.O
,j
j

==d
 'l'ab1e 13.4. Sample Problem Nc, 3 - Train Performance Option 3 - Power
Input to the Resistor Gri~s - Route 2
r;;:;::"lfi.t'CTfI'j(j~'&.-
J"~ I.~ro'\*~, ___ ."
(o"""S),
Stili oFAli~A~'E
IIN"~ ,OF "'~k

--T--- ,
--_+__-+-__ .
i --+--- --~ .. l --+--
I i
--':--~~--'!'
I
. _..... --
i 'I
LQJ ~~~---i-~'----"-I--
I ' '
l1j~¥~.- p;~ -1-+---i'""--=::1~1,~ ~-- .f1~p~9Q
--_.-.- .. _. ~----~--.-~ -_. 1 .--.~-- J--4-- ___ L-__ L_ _ i
-+. ____ . ~ - - --1- - •.. - '" . . . -T -

--:---rti-
,
3 j 3 ',1
, ,I
!
'
. . 1501. S:T--..
~--;--.-. ----r- -;--r--r- -i,L1P~1
':O,tP: ; 1;:-Q/O$,
-- ~ ----...;. ...--- +-----t-- - .. _. - +- _t· I. --~---- -_~ .. _ _ -l~ ___ ;
i~· ~j _-'_ , :~)J~,. f : ~, at (),
,
I .• -. ~
--t-- ~-

./~.r~ c.o

&$,0
!
.. .; - _. ~ -- ..
: ---
\ _~~,O
....... - .. -
- ..15, 3:
.2.. '1, !. '~~t 0 ,15,;3;'

r
5/'!~ 0,0 c. 0

;
. _3'f· ~ 0, C' (,--P,

.-~-.- ......
Jo,---$'...- ,
-""","",,--
c.o
- .
, ---, -+- ---t- --- ,-~-+-" .. ,-- _+- +-- -

t.3. ?5. I [) ~ 0, J,/. 62 I,; o. f::.._,,, :r = .?,o 1 h" ( .( ~

I ~

J),75 10. 0, ,1'1,47 F. ; 1,;$

1-.) . r 4D.O, ,--..

.. ' ..1'.
/ 111, C ... .. .t.1 r. .Ir :'. ~. (>5 .
---

to t/,o 'h,~ 1~/,f7 .

,/.,;
j.
0
, { ,0

/ (;,~ . r;. jr,() /&l.f/ lfi,O r,C r'"U$

.-t
, ,

13-·261
J
inserted in the appropriate sequence within the input data forms

supplied in sample problem No.1.

The following forms are skipped when USing Train Performance

Option 3:

Fom 8C

Fom 80

Form 9E

Fom 9F

Form 9G

Form 9H

Fom 9I

13-262
 1 ';]sten:; Idel'l.t1r!~&tto:-n JS

ISlfGlllAlsldRl·I.5llijt.INlul~ld IsldMlpll.kllpI1lJoI81t.kl~II.I3]
11-.- '"
lei 1(AINI~h 1&Ic!c!,.,IDI,IrI:lo "'llEII>I j!,ITIAlrl doll'll I I I I 1m
DAte (' 150o~ 0ihlz1
; J..d!i";1onal 'fitl,. NO.1 p

I II blilAI·rI "oiNI Isltlslrkk1l la.;l.lTIHI 151dNI&ld£1 l6kkkl Irl .

~1;flf.~£!a.l51 IAIt;i~ Ivlolulel t lel·Ii\8IAlc:"llrlulfJINl£lt.l I II ti><l
!.'1rllttc.on] 'rille 'io. ;-0
I IS

lsfrlfllrl !loiNI II\IAI§I IMIEI!ltIAlr.ll: INIEI H IEk IlflAlulsfrI IflAINI

jJ IUoldAlrl(lnl "INI IDlo"',KlilJr]BIAlclKI 1TIIAINIHI'ILI II (\5~

7!*1 lC - GIIIIQW. lilT"

1 lC

Traia Port.......... OpUOIl 131.1 I II III II

II :-

111.1 I I I I I I I I
21 ~e

&DoUtt)' Dhplay OpU"" 121.1 1I I 1I I II

11 10'

Er.vlror.::ental Control Load Evaluation Option 101.11111 II II

!:

wnunJJ
&tl

Y.. a~ SIIll< S=arr Print Option

51 t.'"

Supple••tarr OIotjNt Option 101.1 III! ! I II

" 7;
Al"O'4blt Simulation Erroro roLl I I I I I I I I
71 "I'
AlIO'4blt IDjNt Erroro 101.l11111111XI

13-263
 Explicit "":'ra,in Perforaa.nc:e !)ata

I t:"

!Iur.o"r or Sre.d-T1ae Prom. Potnto 1/171·101 I I I I I !Xl

. .
GDalJJTI
, 11

101". [01
~ rfl.i'l :'''':('~tl
r:': ii"'

I I I Il
p ."
rO\oi'~r !Ilrut 'La r.~S! ~~"'t· ,;:.~ j"

'\CC"··C'!"1lt.lc1l?R

IilaUlsl. [2.\ II
O:ilovattl r~r 'r-c.:,:)

101.101 1I I I M
It ~'!,"':';;':~:'~'.!;,~. a

131,15101 I I I I I'lol.IOII I 1"1 If15IOI.I~ I (j ~'kJlllllfXI

Gl.ls~111 1'1
11 18 "1 "tl!l 11

[dol. 101 I / I / 1~/41,18/'1i1 / I 10/,10/ / / I / [X]

,
1I/71.ltI81 I-n 15Jo1.\01 \ I (1 G'izl.lzi I I I", r~l, 101 I I I ('N
[ilil. 101 1m I'

WQJJQ[IlD
,,. "'

'6141.IDI I I II
28 3,

101.101 I I I I tx1
'.

lilSl.lol I I 1 I
e
tin'lbfTID m.101 I I I J rol.IDIIIII" 1:
~
'. .~ etc. _t\!. et.c.

Explic!.t T:-ain Perronnance Data

R'UJ:lbtr or ~pet4-T1I11e Pro1"l1e l'otr.ts

rover IhrU\ to Rer.l~tor r,r1..~ft.

Trn! n r·11.:'.;o(1 (~:i lovatt.1 re-s' ~'r'l i r. )
Ar:(~'~'·I·r'Ll.i(\n ;;8 ;-'~~t"·f';·r.·:,::

~lol.l~rrll 'I
-" l' It

101.101 I 1I I I f4Jili1>1. 141 I [gJ

&rr:r-r-r--i.a. ')' "" '1 ..

lihl.lol 11I 1 l~0UL1 101.101 1I I I I 13j,lzl(.I.1iJ I i><J

11 ),.

13141.101 I IlJ mol. loll I II I~ ·10111 I f) f~llblfl.lol ('[XJ

-r--A
1~1.19 II 11'1, r~l, 101 II I ('k><!
!'

101.101 I ! I I I
... 28 II

ImI.lel I I I I I~I.IDIII I tJ mol II I 0 IDI. 101 I I I I r><J

Ivlzl. !&I I \ 1I
• t,:.
• j.l.
101.10111111
otto.
II

(ilslkl5l.lll
e\o.
n l~l! 101 I I I
K ••
f'fX1

13-264
 Expl1ett Train r.rro......,•• Data

r'o, ...~r rl~r1lt to l\p::!.!:'.C!' r.!'!~:;

~K!.lo4ttl lor ·':-:·.:l.i::~

IJ'15i~j":f~rTI'1 ~I. biTrfnxl

lalbl.lolsl II I ~1.k>11 II ('lXJ
lilillMW. I~I. bl I I I ('lXJ
,
rlhhlkLW I~I. bl I I 1('[XI
.,. 28 l! L

1,12.1 1.1 11 1 I
0 0 filtL.lel I I 1 I 101. 10' I 111M
Ct::i::fR:tt I tt .:. etc.
fb:}R::tij l:r:t3+¥tiM
ate. etc.

ExpliCit Train Per!orman •• Data

N\;lr.ber of Speed-Time Profile Polr,t. 00011111 (M

"'--. ., rC\iCl· lurut to Ret':!! e~or r.:-! is
, . 'l·.:"ai~~ :"~:,('c~1 (l\UOW.ttl rer ':':"n, ~:: ~
I' ( ::: i: ~ , ~ 2' ,',.CC( lJ'!"Il.t.iC'1 'I
11 : -:."-;" ~ r!"[:,*.:c;: :~

IQI.I~ IIIII lQIJol I I I I I Izl~I~lsl·lzl IJ 101·101 I 1I I ~

.
CD
p:
Ill.I~I~1 I I I I
'-!
[j lol.l~ 1I I I 1~·15~1.181 101.IDI 11Jir8J
u :l
r
! II

~~I~IBI, I~ I I
I'
lil.131l1 I I I I 11101·101 I I I I 101.101 I I I /XI
[Li~I. !!I~l III
.
rtrol.l~ I I I 1 '. .
(~lzl.lzl I I I I
' "
(~I.lol I I []]gJ
'e 28 11 .,
lilll.lul I III Itl:211101 I I I I 1~111.1f!1 I I 1I IQl,I~ I I 1 I IX!
r/XI
I !
i~~I.lol 111I
•3
~lzl.111 11I I ~lllol I I I
"

I~~LI~I III I
• 1;.:. ~ .. etc, et-e.

13-265
 ExpU.it '!'rAin Perro......... Ilat.

Number or ~--'.'l'1 •• ProfU. Point.

,
:::"('
~ ",..')

12&1.181 I I I I
. ••
Iijsl.lol I I I
J
Train ::}"W"od
(r:;u)
1~1,'IDfrTTn
rO"'er Inrut to r.ec!c"4or '--;':"i~G
(JCilovatt. rer' ':'rn~r.:

\SI4U'Gtl;nl<!
,
15k' EIIII I GI!lJ " I 1"1 (~l.loll I I (j jclJ()[LlIft>Sl
~IOI. ~IIII'I
!l IP

. \
ronor 11111 ~1.101 I I I (', i~I.lol ! I I f't?<I
II I?
lalol.811 III 10'.101 !I ! ! I (lIB !b!St. !l! (j foi, 01 I I I t"N
'8
1~131.lllsl 1(I
.., 1 ]} ".

/ilol.lol I 1 fj ills " I. Is 1 1I 1 10 1·101 1 I 1 I 1XI

: . 8

1i131·I7I5ITD /:lol.ID I mJ [31+/,,181.14=1 ('I f~I.lol I I I i"r><J

et!.
etc.

roN! 81 • TIIAI. R<;II'fE DEScPt~~IOII

Explicit Tra.1n Pcrtona&nc:. Dat ..

lIu."o<r ot I:pee4-'I'1 ... Profile Po1nts [~

rover Input to t.~S!.!jtOl· ~:rBs
7!.::'.e 1'1"'\111 ~r:~.~d (Kllovatt. fer 7r~. r: ~
.1: .e
(~I. bfTTt;ix1
r:':
I/'Iz'fLid'TI'l
• !'" " ! I

OCIslllll 14101.1011111
, ,
~&I.lol I I (j (~I.101 I II ('t?<J
• 1 !~

[iloI41.lollll lilol.loll III

, :1 I' p. "
[jJLhlJol I I I [zlol.lolllll Wl11.10I I I i'i \PI. GI I I I r t><J
. ,

= et 1. etc.

13-266 ,
• te. , etc •
 ---~

Results of Sample Problem No.3

The output generated in sample problem No. 3 is in the same format

as the oct put obtained in sample problems No. 1 and No.2. 8runple problem

No. 3 unes Train Performance Option 3 where the user must supply the program

with a speed-time-heat rejection profile for the trains on e~ch route.

The portion of the input verification showing the speed-time-distance-heat

rejection profiles for route 1 and route 2 are given below. Tt.e station

in sample problem No. 3 did not have an underplatform exhaust system.

A plot of the average dry-bulb air temperatures throuch::mt the

system simulated in sample problem No.3 is shown in Figure 11+. The train

pelformance in this sample problem is also very similar to the tr3in per-

formance of sa.mple problems No.1 and No.2, but the trl'o.in heat rejection

rates were externally calculated 1Jy the user in this sample l;roblell1,

whereas they were iuternally calculated in sample problems No. 1 and No.2.

Therefore, no comparisons will be made bet;reen this sa.'Tlple problem and

sample problems No.1 and No.2. as the ccmputation method used for

externa.lly calculating train performance is simpler than the interr:a1.

methods used within the SES.

13-26r
 , Vl-H' I
~!. .J
11.0
; t : j I , J
..
, ~: . Our:Sf,PE . ..w6lEltT PRr'~ 8ULB' -.- T· -.... '---.J--.-" -.~- ~
.. ... -,
AiR -r~"""fIM~~f. ;'S"tD 0F'~ . t - ,~L -tl~.L~tl~1-1: - +

I ! i i !:: I I
·1 -~
I ! :
t~·~t·! fil.w4--tt-
! ;
I
1- -~ ~ - J _+ ___ 4. __._ ...... +-_ .. ,
f
\L : : 1 ! I i
0'
o /1'0 ~.- =-*-.:~t' 1.~..f.lfA'!¥."4 IN
" I
I
~"'
,. l.:....J.~F-m~ti--"!¥A
\I:;:
. .. L - j -
~.
t.,..
j.... I I I I i I
-I··I .;. -J--L ~
-- t·-
-r----+.--. L __ -, __ ,
~ , 'I ,I
I I I ": '
~ '. , -t
Q,,: -r- ;-- ---r t--r--;
y!~' ...1 __ •. ---l-.-_.l... __ L-. _ :
~/OO ¥
\ .f , I I
to: \ I
\ ~; - T- -~----l-.- --1-.---.-.1 ..
I
,I
~ . .' _1- I !
I-' "t' . t ~. ..-~ ~' : -r - -- t- -r-----t-···
W -+
I' , I 1:
I\) to .:. .--~ -4- -L · · .t-r - j
& ~ i
~; .1_ t- . ~ . ~ . --+
\ I
Ti
, I
.1
·-·t--' +-j
")..,. I ' i
1'- I --t-_ l _~_~.._" _ J_J. j
~·W tI I "
A, t--- I I I I ! I
j i
\JJ
.t -+
-·1- - --T-+ t- 1 'I
!
;_ .~! ..JI
r. ~. I 'i:
. 1i
·t Ii 1
1-- i:·-·--r·-T--r I -:- --1
~ ~-. - ~
L_ t - .j. .. r----i-- t- ---I --- -:- ·--f
-:::.. -!
~ L__ -
I •
J-i- +--~-
: I

1 : ~! i
-80-1, i I I I I .~
~ . o 2 , 000 ... L._~ ___ .. .J
'POQ ~ -r 4.,D
("'
SY""Tf'.M. . i
.l.;:.C>CA-:TJ.ON.... ___ - . ...;t !
... ,_ .~! __..~ ___ ._~;!
.. _-'-._ ..•
J !,: I I '
I I
f <

~ ~.. I I J lr:--: 1- _.

Fig. l3.14. Sample; Prbbl~ No.3 - Average Dry-bulb Ai!r ~~peraituz1es lin th~ Systen. '
:I i
.--~
 TRANSIT DEVELOPMENT CORPORATION

XI lUI X XIIXXXXX JlXXJIX

X X X
XXXXX XXXXX X"XXX
X X II
X X X
XXIIXXX XXXXXXX XllXXX!(

SUB.', ENYIRONME~T SIMULATION

I~ S.i:-OULATlON OF

,=
SES USER'S MANUAL SAMPLE PROBLE~ '3 - UNAIRCONDJTIONED STATION

1 ST"TlON ~YS1E" WITH SINGLE aORE TUNNELS AND OOUBLE-TRACi; TUNNEL

STATION HA~ MEZlANINE - [XHAUST FAN LOCATED IN DOUaLE~TRAC~ TUNNEL

~E~IGN TIME 1700 "~S ~ULY 20D~

65/04175
PREPARE.D BY -
PARSONS. eRINC~ERHOfF.
QUADE & CCUGLAS. INC.
NEW YORK. NEw YORK
 05/04'15 SES SES U~t.R'~ ... NUAl SIIMPLE PROBLEM II] - UNAIRCONOlTIONEO STATION PAGE

INPUT VERIfiCATION OF ~ENERAL DATA

fOAM Ie
tRAIN ~£RfOR~ANCE OPTION J EXPLICIT CHEAT AEJ. INPUT'
TE"'PEIUTIJRt. I hU"IDITY SIMULATION OPTION 1 yES
.. ,1141011), DISPLAY OPTION Z WET-BULB TEMPERATURE
ENVIR9NMENTAL CONTROL LOAD EVALUATION OPTION o BYPASS
"EAT SlN~ SU"MARY P~'N' OPTION o BYPASS
SUPPLEME~'TA"'I OUTPUT OPTION' o
ALLOWA~L( ~I"ULATION ERHORS o
ALlOwA~L£ INPUt EH~OQS o

... NUM~fR OF LI~E S~GMENTS 14 fORM ;0

w
TOTAL NUMBER Of SECTIONS 15
N
... NUM~EH Of vE~TILATION SHAFT SECTIONS 4
o
hU"'tlE~ Of NODES 15
"'IJMHER Of tlfHINCt-IED JIINCTIONS 1

NUMbER OF POHTALS 3

NUMbER Of UN~TEA~Y HfAT SOURCES o

hU"'HER OF f.~ TYPES
~UM~ER OF TRAIN ROUTES z fORM lE
hU"&ER OF TRAIN TYPE~

hUM&E~ OF tN~JAONMENTAL CONTROL ZONES o

F~N STOPPING,W1NDMILlING OPTION 1 SIlIUt.A':Iml 'l'1'!RrIIN]'."'ICJN
hUM~~R OF TAAINS IN OPERATION AT INiTIALIZATION 0

!
.~
 ,5/1"115 SES SES UseR'S ~ANUAL SAMPLE PROBLEM -) - UNAIRCONDITIONEO STATION PAGE

INPU! VERIFICATION FOR TAAJ~ ROUTt ROUTE _. - WEST TO EAST - STARTS AT 0 F, ~o ENDS AT SOOO FT FOAM SA

TRAIN SCHEUULING DATA

. TRAlh SCHEDUlING ORIGIN .0 FT

NUMBEH OF GROUPS OF TRAIN~ THAT COULD E~'ER ROUTE l
DELAY !lME BEFORE OISPATC~ING FIR~T THAIN o SECONDS

TRAIN GROUP iNFOAHA110N FORM 88

GROUP NUM8EH OF TRAIN TIME lAST TAAIN IN ·EAOuP
NUt48ER 'PAJI'~S TYPE HEADIIIAY 8ECOMES OPERATIONAL
(SECONDS' (SECONDS)
...
w 1 0 11
,
2 3f .1 90 2700
.
...w

.l
 !15'O..,15 SE5 SES USE~'S ~A~UAl SAMPL£ PRO~lEM -3 - UNAI~CONOITI0NEO STATION PAGE

INPU! YE~JfICATIOH FOR THA~~ ROU'~ ROUTE -. - IIEST io EAST - STARTS AT 0 fT A~O ENOS AT 5000 fT CONTlNU£D

~APLICJT fAAIN PERFORMANC£ TRAIN S~~EO VS TIME P~OFIlE FORM BE

NUN8£H Of SPE£O VS TIME P~CfllE PO IN'S 17
TlM£ ,FTEA SURT DISTANCE
at" OP£~ATI('~ SPEED PONER INPUT TO RESISTOA GRIDS TRAVELEC
(SECONDS) '''PIU tKILOWATTS PER TRAIN) (fE£TI
ACCELERATION 8RAKING

.0 .f! 2865.2 .0 .0
l.5 10.0 150.8 .1I 25.7

J.5 10.0 3468.4 .f) 25.1

....... n.s 50.0 92.2 .0 640.1!
21.0 to.~ 64.0 .0 9:;>4.1
...
...... 2")., 70.0 49.0 .0 1306.1
?'5.0 11.0 .0 4623.4 13(16.1

?1.0 tS.O .0 392!1.2 '504.1

)<Il.O 50.0 .0 3154.0 2094.4

"2.8 .0 .0 .0 ;>183.7
112.8 .0 .0 .0 2783.1
82.8 .0 2865.2 .0 2783.1
86.0 1G.!I Iso.a .0 2B07.t
86.0 10.11 3468.:0 .0 2801.E
9S.8 40.0 121.0 .0 3165.1

10'5.0 65.0 57.8 .0 3813 ..5

121.0 fS.O 57.8 .0 S30l ..S
 ,5/ 0..,15 S£S SES U~E~'S ~A"UAl saMPLE PROHlE~ -J - UNAIRCONDITIONED STATION PAGE

INPUT Y£AI'ICATION FDA TAAIN AOUTt AOUTE -I - WEST TO EAST - STAATS AT 0 'T AND ENOS iT 5000 'T CONTINUED

SECTION SEQUENCING fOR AOUTE f'ORtol 8'

NUM8fA Of SECTIONS ,"AOUG~ ~HICH HouTE PASSES 7

DISTANCE FAOM ROUTE ORIGlh 10 POH1Al UR FIRST NODE ON ROUTE 1000.0 FT

~[~TIONS ANO SE~NTS THROUGH WHICH ROUTE PASSES

SECTlD.. SEr.ME:"T lOC_TION OF SEGMENT ALONG AOuTE
hUMBER NUMIIER (FEETI cHEll

1 loao.o TO liOO.o
2 1100.0 TO )200.0
...w J 1200.0 TO 1600.0
5 5 1600.0 TO 2200.0
..,...
w TO
7 7 2200.0 2300.0
9 9 2:10(1.0 TO 2700.0
12 II 2700.0 TO 2800.0
13 12 21100.0 TO 3300.0
Pi 13 3300.0 TO 3700.0
I" 3700.0 TO 4000 ••
 ~S/O.I1S SES ~ES U~E~.s ~A~UAL SAMPLE PR08lEN -3 - UNA[RCONOITIONEO STATION PAGE
---~-.

INPU1 VERIflCAJION FOR TA_IN AO~'l ? ROUTE.~ - EAST TO WEST - ST~RTS AT 500e fT AND ENDS AT 0 fl FORM SA

TRAIH SCHEDULING DAT~

THAI" SCHErt:·_ I"G ORIGIN .0 rr

NuMitt'" OF ~AOuPS Of rRAIJtt5 THAT CUoLO EhlER ROUTE 2

DELAY TIME 8EF~E DISPATC~t~b FIA~T TWAl~ 40 SECONDS
\
TRAIN GROUP INfORMATION FORM ~B

GROUP NU ... eE~ OF TRAJN TIME LAST TRAIN IN ~~OUP

NUM8£H TAAINS TYPE !offAOleAY 8ECOMES OPERATION_L
CSECONDS) 'SECONOS)
•W
.. 1 1 40 ItO
N
Z 30 90 2740
.....
i ~ .
I

Ir.
d,l:d
"",'4k",',,
iii,
~
.....

,5'04;-;5 SES SES U~E~'S ~ANUAl SAMPLE PROblEM -3 - UNAIRC~NDITJONED STATION PAGE

INPUT VERIFICATION FOR TRAIN ~UTt 2 ROUTE .~ - EAST TO WEST - STARTS AT 5000 FT AND ENDS AT 0 FT CO.,nNUEO

EXPLICIT TRAIN PER~ORMANCE TRAIN SPEED VS TIME PROFILE FOPM 8E

NUMBER OF SPEED YS TIME P~OFILE PUINTS 15
TIME AFTER SURT DISTANCE
OF OPERATIC .. ::'PtEO POWER I~PUT TO RESISTOR GRIDS TRAVElEC
(SECONOSJ l~i"HI (KILOWATTS PER TRAINI ,FEETl
ACCELERATION BRAKING

.0 .0 2865.2 .0 .0
3." 10.0 ~50.tI .0 24 .. 0;
3." 10.' 3468.4 .0 24.1i
)6.9 58.0 92.2 .0 620.2
w
. ?Z.O 65.0 57.8 .0 1048.f
....
.... 29.8 65.0 57.8 .0 179l.2
VI

65.' .v 5lt4,.5 ]792.2

."~ • II
o;O.S .0 .0 .0 O'778.1i

"0.5 .0 .0 .0 1778.'0;
80.S .0 286<;.2 .0 0'778.0;
83.1 10.0 150.8 .0 2802.7
83.1 10.0 3468.4 .8 ?802.7
93.5 40.0 lZl.~ .0 3160 .. 2
104.0 78.0 49.0 .0 4007.2
115.0 70.0 49.0 .0 S136.1!

--.
 ~S.lD4/1S :itO;:, :;~s I}SE~~S ""filjAl SAI"IPLE P~08LEM 'J - UNURCONOITIONEO STATlO~ PAGE

INPU! VERIFICATION FOR TR.I~ ROUTt 1 ROUTE'~ - EAST TO wEST - STARTS AT 5000 FT AND EHOS AT II FT CONTINUED

SECTIO~ SEQUENCING fOR ROUTE FORM 8"

NUM8E~ oF SECTIONS THROUGh WHICH MOUTt PASSES 7
OISTA~ fROM ROUTE ORIGI~ 10 PORTAL UA FIRST N~DE ON ROUTE 10110.0 F'T
SE~TIONS AND SEG~ENTS THROUGH WHICH ROUTE PASSES
5ECTION SEI';MENT LOCAfIO~ Of SEGMfNT ALONG ROUTE
M.. "'BfR NU"~EN (FEETI cFHn

-15 -14 1004).0 TO 1300.0

-13 1310.0 TO 1700.0
...
w -13 -12 1100.0 TO 2200.0
-12 -II 2100.0 TO 2300.0
....N
I '" -9 -9 2300.0 TO 2711C.G

'-1 -7 2700.0 TO 2800 .• 0

-6 -6 2800.0 TO 31100.0
-2 -Co 3400.0 TO 4000.0

-.. --- -----------------------------------------------

 ,5/,,,115 SES 5E~ U~~'5 ~ANU.l SA"PLE PROBLE" *3 - UNAIRCONDITIONED S7ATION PbE

INPU! VERIFICATION FOP TRAIN TYPE J T~PICAL TAAIN - CAM CO~TR~LLEO FOAM 9'\

tOTAL NUM8ER OF (A~S PER TRAIN e

NUtteE" Of POIIE~D CAAS PER TRAIN 8

TOTAL LENGTH OF TAAIN 560.0 FT

FRONTAL AREA OF TAAIN 100.00 SO FT

PERI~EtEA OF CAR 40.00 FT FORM 9B
SKIN fAICTION COEFFICJE~T .011 a
DRAG COEffICIENT wEIGHTED TOTAL TMUCK AHEA 70.00 so f'T
fRON! Of tRAIN DAAG CCEFflCIENT .4750
SENSI~LE "EAT REJECTiON PER CAR A1 lEMO TAAIN SPEED 210000. 8TU/HR
t: LAT[~T HEAT PEJECTION PER CAR A1 LEAO THAIN SPErO o• BTU/HR
• RESIstOR GRID PHYSICAL ChARACTERISTICS ePER POIIERED CARl ACCELERATION DECELERATION rORM 9C
SRIO GRIO
........
'TOTAL .EI6~T Of RESISTANCE ELENE~TS 250.0 350.0 lB
Eff~(TIVE DIAMETEA OF AN ELE"ENT 5.0 <;.0 IN.
EFFECTIVE SURFACE AREA FOR CONVECTION 23.0 32.0 SO f'T
EFFECTIVE SURFACE AREA FOA RIDIATION 22.0 25.0 SO FT
E-tsSlvlTY Of' REsrSTANCE ELEMENT .90 .90
SPECIFIC HEAT Of ~ESISTA~ (L~~ENT .109 .109 BTU/LB-D~G F
JMITIAL GRID TEMPERATURES 220.0 625.0 O£G r
 05/,.,15 SES SES U~EQ'~ ~ANUAL SAMPLE PR08LEM .J - UNAIRlONOITIONED STATION PAGE

INPUT ~ERlrICATlON Of PRINT CONTROL INFORMATION rOR.. 12

TEHPfHATURE TABULATION I~(REMENT 10.0 DEG F

NUMBtli , . PRINT ~OOPS 3

POUP NUf04SEM OF lNTEH¥AL "IVM~EQ OF SUMMARY' OPTION TIME OF

MlllflJE.R INTERVALS LfNliT" AAtiREVUTED LAST Pr.IN,
ISE~t PJllNlS PER IN GROUP
DETAIL PRINT ISEct
lAO.OI 0 o - NEITHER SUMMARY NOR INITIALIZATION 1AO.00
i' 9 10.00 9 1 - INITIALIZE ONLY 270.00
3 90~ClO 0 3 - SUMMARY AND INITIALIZE 360.00

...
W

......,
•
c
~S/o .. n5 SES S(S U~E~'s ~A~UAL SIMPLE PROBLEM '3 - UNAIRCONOITION[O STATION PAGE

PROGRAM CONTROLS remM 13

TIM( INt~EMENT PEQ CYCLE .10 SECONDS

"AX I_UN SIMUlATION TIME 3bO.00 SECONDS
NUMBEM OF CYCLES PER COMPLETE TRAIN EVALUATION 10
HUMBE" OF CYCLES PER 'EROOY~AMIC ~Y'LU'TION

NUMBER OF CYCLES pER 'H£~OOY~AMI~ EVAL~ATION 10

...
w

I~
I~

~ .. ,-
 ...
"l ~4/17/h c:;~C; SFC; USEQfS ~A~UaL SAMPLF" P~OAlf~ -3 - IIN4'~C~NDITIONED ~TITrO~ PAr.F
•
TJu". IA"."" ,,~r"I\lOC; ? TQATN(<;, ~p~ Oprp~TTO"AL

Il T AT~ TRACTIVE MOTOR HOllSEPOWrR GolO TE"PE'RJlTI,RE' powEo "'~IIT

TRio,..., 1 Y Lor.n IOJJ SPf'O IICr.E"LEOATfCN mar, eOFf. OF ErrORT CURRENT TOTAL .lTR ",ceEl. OEeFl. lOSS REJECTION
NO. E' P (F'FFTI (UP .. , c..p ... ,1c;r.eJ (LRS) AIR ORllf, U:'SS/MOTOR) (lI",pS) OIUG (OfG F. (O£G n UlTtUS£C-FT •

3 I ?Q"'I.71 Z?Ie; J.IIA ~q". l.31 !l. a. n. Zl. 31Q.4 67q.7 4."41 4.~lt7
4 1 Z1"'l.lo4 7.It'" • <'."f> -':19 • -5.;>7 !l. a. o. -t. ?q7.4 706.3 ?(lIA 2.011'
-.----------------.-.--------------------------------------------------------.--------------.--------------------------------.-----
-C;YC;TFII SE''''ST~LE LATENT Arll UR AIR TRAtN POSITION ~fT-~ULA
LFNGT," P,RTITTONING "EAT LOAn-·· HEAT L'IAD TE'MpERATURf TfMPE'qATURE FLOW --YELOCITY RTE RTE PTE RTE
(FT) (8TU/C;EC) (PTU/S~e) (OEG F) (orG f) (CF'''' (rPM, 1 ~ 3 4

100·0 I - nUN'El) _. __ .. _--- "., -wEST PDRTjlL TO Ilo~ rT - ROUTE

.Z .a Qo.nl 79.74 9?~12.8 308."

1 - I -
"1).0 .- I' ITUNhfU 110r. TO )<'00 FT - oOIJTF I

I - ? - .2 .0 qll.OJ 79.75 9~7"." . 370.3

...
w 40~·n I -
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TPAIN 1 y LocallO" Spf"n ArcF.L[pU leN r>IUr, CnFf'. OF EFFOPT CUI!P["IT TOTAL ",I! AceEl. DECfl. lOSS PF'Jr::ClJoN
i NO. f P (F .... n , .. p~) ,""H,<;F'C) rLAS! A II' OIar, 'L8S/MOTOR) ,aMPS) nRaG (01'6 FI (OEG F, (I>TtJlo;EC-FTI
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I~ ~ J7?"'.'l7 II:;p. 1C 7 -Z.t4 t 1'73. 1.44
, '!1 o. O. O. 3';5.6 630.9 7.0;'11 7.593
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10 -ltD • 7";?<;.;> .79.0 C;~.ft -
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15 - 11 -,,;:>,,"0;6.4 -1;66.6 <17." ICIl.3
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15 - I" -276"0;06.4 <;).9
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--~--------------------------------------------------------------------------.-----------------------------------------------------
LATENT Irq WET-nULQ
51'<;T['" Cjf.NSlaLE AIR JOH' TRIIN POSITtON
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... 4CO·c t - 1 alJlI/t ~LI 12/10 TO 1"'"" FT - R"'IfT~ 1
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1 -10' - QI.21 flO.(I? 14791.0 7".~

1-- 63.1 4 -1114 fVFHltLATJON SHAFT' vENT <;~'FT AT 16~0 FT - POUTE ~

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100.0 7 - 7 fSTA'T~NI ~TAPT OF STATJO~ TO ~E~T ~TAJRW_Y

1 - 7 _ IO:;1.e. 10.0 11';.14 1'1<;.41 -128150;.9 -lIl3.1 A

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I q - Q -" Mr;.7 10.0 Pil.I') 8A.06 1 II
' q CI - ~ 685.7 111.0 nil. 1\<; 81l.611 1 II
Q - Q -.. ",,"0:;.7 10.0 110.26 AI!.'52 7 II
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It:: 10 -IU - <10.06 19.74 -46434.9 -4Al.? ._.- - ....

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I~ 11 - In - I H.CI 10.0 1(1(1.20 82.<;4 -17056.A -31.9
~ 11 - In - 2 13.Q 10./1 1,,9.44 84.'56

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Ii!' - 11 - 1 6(;8.9 10.0 I?A.08 8'1.0Cl -81721.0 -11".1 7 II

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1l - lZ - I 472.7 .1) lZ4.PQ "1.19 -8172100 -2(14.3 7

11 - .1 - " 4.7 .n 119.n3 86.17
i1 - I' - 'I 4.7 .0 111.44 A4.C;?

46.1 14 -114 (V~NTtl'TION SWlrT' ~AN SHIIFT AT 11n~ FT - £KHAUST ~OO£

14 -114 _ Inl.4~ 82.111 146624.4 ~72.'I

1,"0.0 I~ - 1'1 fTIINIIIEl) ~KHAlIC;T F"'~I TO 371111 rT

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fTUNt.El) ~FC;T POQTAl ,0 1100 fr - P~UTF FPON NODE TO NOOE J
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SYSTFIo' -----------.--.---- .---_._--------
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'VfPA~£ 5~C;t~lr HrAT r,AINS ~tT"'IN THE SEr."'ENT

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UP ~ElOCITY FPII ,- ;0 211114. ?91.0 370;. ;070.0 e2~. o.
a'Q flOw orQ£cTto~ PF·CENT 1 - ~ 100.0 -.n
DRy-t!UL!:I T("'P£PIITIIPF DFf; F I - it - Inl.e; ?911.11 91t.O '~?O 1i1.1 .0

"(T~Ul.A TF"P£IUTIJPF OfGF I - ;0 - 82.3 29111.1' 79.7 292.0 AO.O

..."" aVEDa~£ SF.No;l~L( WITHIN THF SEGMENT

----..- ._------ HEAT r-'IN<; ---.---
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10 "Elf PF'I.[IISF FPOM TII.'".5. UllfSTF,OY HEAT SOIlRCES 10;7"04.~ RTU/~R
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POSITIVE NEGAT1vE

AIO FLOw QATE cr" 1 - l 6<;1091. ;:97.11 9167". ;:t70.0 20E453. o.

AIR vELOCITY F'J''' J • 3 2il94. (197.(' .)~. ?70.0 4;1A. 0.
UP FLOW ntoe:CTTO'" proC(JJr , .. ·3 100.11 -.0
1 _
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1 - 3 • 2 1l3.9 301.0 79.8 29'5.0 80.7
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iN
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LENGTH ~01l.0 F'T

AR[I ,,.0;.11 t;Q F"T M 4 X ... II M M I N I A V E Q II G F'
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' '1'1 '?' -
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DRY-~~8 TFMPF.RITURF DF.6 F' I 4 _ q".7 2a4.n 90:;.7 :12;0.0 .11 96.<'
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HUT SIN'( -o;nIlRO~.9 BTU/~R

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I SUMMARY OF SJMUL~TION F~OM ~70.CO TO 3'0.O~ C;[CONOc;

I ( VENTIlAVtON SHA~T , V~NT SHAFT AT 1MO F'l - ROUTE F'ROM NODE 3 TO NODE ~o

l£NGT" 11'.0 FT
ARfl ::00".11 SI) FT '" A l( I M !I H H N I MUM a v ~ P II ::; F
SYSTf"
"AIITJT 10"1 ING VALUE ,rM" VAlUF TtME VALUF
POSIT IVE NFGaTJvE I
AIR flOll IUTF 3 -11'1 3~2753. 1<17." -140n"'3. -;:o~~.O 3:J.Jo;~. -47<14".
:--1
C,,'"
AlR VElOCtTY F~" 3 -1(13 17t.4. 2<11.1) -7011. ::08'5.0 1(,1. -1411.
AIR FLOW OtPECTTO"l PFIICr"lT 1 - - ~--1n]- .:!8.5 61.5

PERCU.. TA6~ OF' TI"''' oun-low "ELOCITY

I E-("EEOc; 10"".11 ,-DIIII 3 -101 (,."
DRy-IlUl8 T£MPEPuUPF C oer. ~ 3-)(11- . c;J6.', 301.0 90.0 ;:073.0 -Cil.9 QO.O
...... V[T-t!Ut8 TEIoIIPEPtTIIW DFG F 3 -lIIl - '" I. t' 301.11 79.7 '73.0 79'.9

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 64111174 C:Fc\ 5J:5 UC;fD.S ",""Il SAI4PlF PRORLFM II, - 1.I~J'lIRCO~IDITlONEO STATlON DAGE

C;UM .... py OF" SIIiUlATION FRO" ?l(1.DO TO 3"0.0" C;[CON[lC;

f VfNTILITION ~~'~T I VENT SloillfT AT 1""4'1 FT - RnllU: ? FROM NonE 4 TO NuOE 0;1
lENGT'" f."!,;! r"f
ARFI '''''.f! Sf) Fr II 6 X M II II 14 N I U M • II l D II G F'
SYSTF"" '"
-.------------.---- ---------------
o,PTlTIO"lING YlllUE TJl4f VALUE "ME VAlUI'"
.-------- ------- POSIT IvF."
-------NEGATivE
------- ---.----
AlP FLO'" ~AT~ CF" I 4 -11'4 llAIoCICI. 'Hlo.O -1 /,17(1i'. . ?85.(I 31434. -228'5".
AIU vt.lOCITY FlO" 4 -1114 C;CI? 1.".0 -7119. ,80;.0 157. -114.
II~ FLOw OIO[CTION ( PfA('[~T 4 -1114 ~B.I 31.9
PEPCt. ... UGl': OF n",1'" OIJTf'LOIl IIE'lOCrtv
E.CEF.OC; l~f!ft.~ ,,"PM • -1"4 '5.3
ORy-ElJlB 'f~PEPIITIJPr: DEI; F' 4 -104 - 100.9 3"11.11 90.0 ?71.0 100.2 90.0

It WfT-tiUlB TEMPEPATIIPf' Off! F 4 -104 - A2.? 3"0." 79.7 211.0 BI.:l

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l 4!41't7114 4;F~ ~ES USfJUS ",ANUAL SAMPlF PQOAU',.. .1 - "NATFlCO"lllITtONEO C;TATJOIII PAGE
.
S1JI4"J\PY OF SJ"'1Il HION FPOM no. Oil T(I 30<,0.00 SECONO'!.

i TIINi'Fli I~no TO ?'~O FT(START OF ST~I -FITE FROM NODE 1 TO NooE 5

LF'NG1" ,,"1'.0 F'T

'Afa "".1'1 $1) FT '" A l III • v E 1'1 • r. E
'" II '"
~YSTF ...
D'PTITICIIIING VaLliI' T IMf'
'-------.-----------
" VALUI' '" U '"TT~
.--------------
VALUF
--------- POSIltVE NEGaTtVE
-------- ------.-
UFI FLOW caTE CF" , c; - c; 41l?"tlO. 30 4 .0 479111'1. 351.0 ..<,1(143. II.

UFI ~El(lCITV c; .. c; <'14<; • 1(,14.11 '13. 151.1'1 r;A:>. n.

f"" c; _
aIFI FLOw nlQFCTlolII p"AC"ENT c; 100.0 -.0
c; _
(Wv-tlilR Tf',.PEAaTUPf' Of'f, I' , c; -_ 1 ICB." 3(1".(.1 9n.7 ,97.0 .r;c;.1) .0
c; ? lll.q ]I)Q.(I ql.? ,99.0 C;6.1l .11
c; .. c; • 3 113.3 311.0 91.11 301.0 C;e.7 .0
; wET·tiliLR TE"IP£FIITU RF ( 01'(; F I c; •_ I ID./I 10b.1) 79.9 ,,97.0 1'10.9
c; -
I ... It; - ? 114.<; 1nQ.~ 80.0 ,qq.O lIi.::l
I'" c; - 3 114.11 311.n 1'111.1 101.0 fll.7
~ , .. -
'N
::
t IvEp,r.£ SENSIBLE MFAT GAIN~ wITHIN THF SEGMENT
------- -.------ ----
I
;'FaT P~'LFASF FRO'" TRaTf.S. UIIISn'lOf HI'4T O:OIIFlCFS ;3~.A~9.~ qTU'~F1

STFAIlY-STAT£ HEAT SOLACES ~20n.o 8Tu'''1'1

t-IUT S''''k -63~047.~ 8TU'''F1

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~UMM'PY ~F ~'''ULATION fRO~ 770.00 TO 3~0.OO ~ECDN05

cTU ..."FU 1~~0 TO 2? ft O FT(STAIIT OF ST41- RT~ ;> F"R~ ~mn;; 4 'fo NOOE 5

'_ENGTH "00.0 f'T

allrA ;o7C;.ft SO FT . '( .. .. . N U M A V ERA G F
SYC;T""
"
------------------- ------------.------ ---------.-----
D'''TJT!O~TN'; V~LUf TI"'F VALUE
'" TTfoIE VAlUF
• _ _ _ _ _ _ ..c _ _ _

-.--.~
--------- --------- POSITivE NEGATIvE -------
------.- ----.--
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I aIR flo~ ",.re: Cfl" ,. 20M,n, ;>11".0 -293000;. 316.0 167. -11"'''31.
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.. II> vELOCITY FPI" I' - I' q~. 2"" ... -1302 • 311'." 3. -7B4.
AlP FLOW ntpF:CT10N P["CENT ... - ... <:,5 q4.5

DAY.~l'LR TF"prPATIIRf: D~r. F ) f - f, - 1 1"1.1 7"7.ft Qq.5 :nB.o lCO.Q 100."

2 101 .... 11'0.1 Qq.1 111.0 1O~.7 101.8
3 l c Q7.7 301'1.0 102.1 102.Q
... - " -
I " .... c;. C)."
" - ..
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;> 112.A £12.0 11l.0 117.5
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3"'0." 8105
: I " - ..." -- ''''o.n 10".n "".7
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I
"EAT PFlE"C;r FDO"! TR~H;"'. "O/<';'FIIOY ""AT SOl'RCfS ,Q;'211f!.2 BTIJ/"~

STEAllY-SU'£ "'~AT SOHiC£5 "1200.0 RTu/"~

"rn SINK -871S?S.3 A'U'~R

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SI~M~PY CF ~TMUL~TION FDOM ?7~.no Tn l~o.on ~fCONO~

~TIPT o~ ~TaTTO'" Tn ~f5T ~TATPWaY FROM NODE ~ TO NnnE 6

M A Mil'" H N I .. U M VfR,fiF
.--~ CY"iTF'u ---.------ -----
..-...TTHE ---------------
VALuE
D,IITlT10",NG VAlU" rr04r
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--------
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I UP HOIr aUF: CFIIt ., - ., ,n2C;1. ~fl;>.~ -23)Q99. ",44.0 10)':2'1. -0;"1<;:1.

"III IItll}ClTY F" .. ., - 7 4"'n. 30;>." -331. :V.4.0 140;. -AO.

AJQ flO~ oI ClECTtOfo) P"RCEt.lT 7 -
., f3.7 '6.]

DPY-l:litA T""PEPA T.'RF' OF" F ., - ., - liS. "1 "lSQ""n 97.1" 30".0 11)6.0 ii2.J

IIET-i!lilB TrMPER'flIPF' O~r, F ., - 7 - ~".4_ 1S'I.r AI.6 '00;.0 111].9

I
AVERAGE ~FN~T8lf HE.T GAINS WITHIN THE SEGMENT
It::1 ------- -...------
"FaT Cf:U=:'Cf FRO" TPaH,S. IlftSTFItI\, HE~IT C;OllRefS 13l)?3.1 RTU/~R

Ig ~TF'AnY-5TATF' ~.T <;l}lRCrS 700110.0 ~TU/~R

, toFaT 0; I NO( ·"ORAo;n.o RTU'~R

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c:u.... ,l1y c~ ST"'UlHIO./ 1'110" ;>7(1.00 T,) '('0.111' SECONDS

IST.HO"I W~ST EN" or "'EllA"'TNF TO C;lP~f'T rdT F"ROM NonE "TO NooE 7
LF"N(jTI< '0 .... 0 "T
,,~.a 40;n.1I st: ~T x 101 II 101 N I U 14 • v f II A 6 £
S'I'SlF" '" "-------.----------- ------.--------
Villi)!'
VAlUF n.1F
"TfIoiF V.LUF
PA"11110"'YN6
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---- -----
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AI';; ~l(lW PAT~ C.... A ~354"'. 3110.11 -110<16<1. ,]\".0 \<;724. -151M.
P -
UP VELOCITY F"P" $I JI)(I." -:>47. 316.11 44. -34.
$I - 1"'''.

AlA FLO~ nl~£CTto~ PFAcr"lT /II EO.4 3<1,"

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2 <17.1 lln.O 95.1 ::>7".0 "6.0 <1".11
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, II - 1'1.9 110.n 81.3 :07',.0 8).io
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It: AV~PAr.F 5F"NSt~lE HFAT r,ATN~ w!THIN THf SEr,MENT
,0
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,TF&'ly-STAlf .... AT <;OL'''CrS lI1DIII)O.O Aftl"I-R

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U~OERPLATr~ .. "x~.usr ~YSfr'" -.(1 8TU'I-"

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CSTATlOP-l1 ~lATrOR~ ~RrA qE!~FFN STAJPWAYS FPOM N~OE "TO NonE 8

lr::NGipoo "I'll." "T
apr:: & 7"41.0 4;0 F"T ~ ~ iii 11 ~ N I iii U ... AVE ~ ,\ G E
SVO;,,, .. "
'------------------- '"
-------.--,---------
alPT IT tf)"'II If(; VAllIF TIMF VALUE TIME
---.-----------
VALUE
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POC;lltVE .. EGATtVE
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Cl _
_iP flO~ PATr:: I c~~ 9 ;oA"7loQ. zqc; .... -;7f,?JII. 9@lo2C1.
·~50 .0 -51(,11.
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,50.0 141.
"tQ FLOw I')tlilfcT'r~1 ( PFPCENT Cl - q
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D~Y-t:tJIB T~"'PF:IHTIIA... f o~r. " J Q - q - I 123.<; :1"(1.11 lllo.S 1(17.0 11;0.8 117.1
, q - q - 1;P.7 11-0." 11<;.1 1~R.0 )19.6
. In.5
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q - <It 1 '11.3 3"0.11 l~?9 14R.1\ leS.O 125.7
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Q 1'1'1.1
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q - q - J ~".Io 8".6 'JI.n
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AVfP'r.r. S,-... 'HRlf: HEAT tiliNe; WITHIN T"'f' SF:r."F.NT

------- -------- ----
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~TF.Any-STAT,. ~AT snL~CE~ 27 4t (!OO.O 8TII"-p

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114/&1114 c;r:or:; Sf~ USElHS ... NIIIL SIMPLE" PPORLEM /I' - UNAIPCONOITTONEO STAnON PAGE

C;IIM~IQY a" StMIILATION FROM 71n.no TO 360.0~ SECONDS

, s- - t"IIIlY ST~r:ET lEVEL ST_IPWAY TO MEZ7ANINE F~OM NODE 1 TO NonE 5?

LE",u'" ;on.1I "T

A"n. -;1\.'" Sf' reT ~ A K .. 1/ .. M N I M U M a v E A I (; F
SYC;TE''' --------------.---- ---.-----------
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I.K VELOCITY FP" H' -11" IA"". 3311./'0 -145? '83.0 ,375. 035,.
lIP fLOW nrp~CTrON PFACf.:NT-l til -1111- "J.~ e;".~

PE t/llflGF or: Th'F "IJTFLO~ VELOCITy

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DPY-dIJL8 Tr:"'PEPaTlJP£ D~G F 1n -1111 - 1 99." 344.0 9u.0 710.0 'CJ7~,1 90.0

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SES USEQ'S """U"L SftMPLF PQ~flLF"M .1 - IlNAfPCONOlTTONEO STATION "AGE

SIJ"'~II\"'Y (IF" ~P.ULftTION fPO'" ;:>711.00 TO 1"'0.(10 <;fr.ONOC;

STP~~T ~XTT TO E~~T ENO OF" MF.71ANTNE FROM NODE 7 TO NnnE 1\

.. r. JC M II 14 . N I iii U III IYERAGE

-;YSTC''' ----.----.~-------- ._-.-----------
Dt. Q 1ITtO"lING IIALlJF" TIMF IIALUI' TTM~ VALUI'"
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-------
NEGaTIvE
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UP vELOCITY FC" 11 - 10 J1". 2111.0 5".
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11-111- ? 111.4 1411.(1 101.9 1'111\.0 107.0 107.1
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AYEPar.E S~"'S'~lE HEAT r,AINS WITHIN THE SEG14E"IT

Iii .., T cfLF'A<;£ F'PO" TfhINS. IINSTI""OY HEAT SOURCES 10.11 QTU/I-R

STFA~ -STATE ~'T SO~RCFC; lOnOOO.O RTe/l-p

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sU 14 .. "p., CC' """"'LHION fROM 77').00 fO lIlO.DO C;ECOND5

15U1l0"l [1ST STAIRWAV TO ~Nn OF STATION FROM NGJE ~ in NonE ~

If'NG1" 1111'1.0 F1
AREA TII".II SO 'T lot A ~ lot If 14 M III J 14 U A V r RAG E
sysn· .. -------------------'" ---------------
P.RTlTIONIHr. \ljllU~ T'IoIr: VALuE TTMf' VALU~
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·AIR .... ow otRI!CTtON .• p,,-rF:NT 1:> - 11 ~l.n 13.n
DRY -tl\llll TF .. Pf:lh TI/pr 0"6 F 17 - 11 • 1211.1 ·MO.!' 119.2 :>~6.0 J·22.~ 123.0
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.V[D.r.F S£NC;J~L£ H£AT r.AIN~ WITHIN TH" Sr:r.IotENT

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to" o,T r..n.f'ASr FDOM TQqJtlC;. ""'51,, .lOY "4£AT SOURCES 76~137.5 8TU/~R

ltTflnV-STaTf H£AT SOI,otIICfS 70(100.0 IHu,.·P

r-"H st"ll( -43:>659.0 8TU/~R

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nil_ELI STU ION EII/O TO O"'.I,,,,T FAN AT 3300FT FROM NOnE q TO NonE 10
LfNR'~ ~~o.n FT
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--------------.-.--
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AlII nLOCITY FP .. 1:.1 - 1;:t 91'13. ;>80;.1' _118:0. 141.0 '269. -1"1.
IIA 'lOw OIAECTION P[ACENT I] - ," fl.0 31.0
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'3 - j;> - J 1 P.? 3101.n In6.4 ;:tR4.n 110.1 il2.11
W[T.julll TF"P£A.TI~ ( O!G F 1 '3 - 12' - 1 111.10 3<;0;.11 115.11 344.0 - 1116.3
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1~ • 1:- - 3 "'«;.8 ]47.11 83.4 ;>"4.n 84.'5
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5TEIOY-STllf ~lT SOURCES ~1000.n BTU/t-R

Pl£IT SIN!( ·1321649.8 ATU/~Q·

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I V[NIILjTION ~HIFT , FAN SHAII'T AT 3'O~ FT - EX~~U~T ~OOE fROM NODE I~ TO NODE ~J

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Alit YELOCITY fll'" 14 -114 659. 336.0 4?~. ~83.0 !i63. II.

AlA fl.,.., n'''~CTIOI>i Pf'-(,["IT '4 -114 lcIO .0 -.11'-

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i SIIMM .. ~Y (IF "TMIILaTION rROM 71/).(11) TO 3"".00 C;ECOIJOS

tTtJlllt.El' EXHAUST rAN TO 37(10 f~ flllOM NCOE 1~ TO NODE 11

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 13.6. S!l.!nplrt Pr;.bkm Nt:.. 4

This sample problem uses the followlng SES progrrun opt.ions:

1. Train Performance Option I - Implicit trdn performance.

2. Temperature/Humidity S"Lmulation Option I - The teI~pel''''t.1U·c

and humidity in et..ch subsegment 1s cOMputed without toJ:lnc;

:I.nto account any evaporation of moisttlre from the walls in

the system.

3. Humidity Display Opt· ion 1 - The h1.ur.idity in each E>lli>S(,[;.c(,llt

will be given as the humidity ratio in PQunci.::: of li:oi"tul'c

per pOlli,d of air.

:environmental Con erol Loud Eval untioll Or'l.ioll 1 - ';'he 10[.<1

ncce:;;;8ry to mui.ntuin a 6i ven desien tempcr~d. urI'" in each

controlled zone withil1 the system is evaluHLed 1:01" either

t.he morning or ,,'venine rush hour. dependinG upon the hour

for which the simulation is bcing perform'~d. In this problel;],

the Sil:'ulation desiE;n tirue is 5 p.m. durinG the month .)f

July. 'l.'j:erefore. this Gimulation is beine perfornerl for

evening rUGh hoW' Juring the hottest month of t.H: yf'm·.

5. Heat G:lnv. Sur:;r.n"'y Print Option () - Nene of the in.'orr:aUon

required to perform a heat sink analysis is to be pr"ir.t~d

Hu SiUlUlbL.~JIl errurs aud IlO Inlllit erron; are tu ue 1l11vweli.

the station was not. air ~onditlor:eu.

13-312
 The user must divide the system into controlled zones and uncon-

trolled zones and enter the data for these zones in Forms IlA and

llB. The method in which th~ syst€ was divided into zones and the

segments wi+hin each of these zones is sl.own in Figure 13.J 5.

The user must ent0r Rddi tiona} information in the I,ine Segment

Data port ion of the input (series 3 forms). The tunnel heat sink

and surrounding soil thermal properties must be entered when using

En vironl11ental Centrol Load Evaluation Option 1. These properties

are entered in Form 3F and must be entered for each line secreent.

The soil and concrete data provided are representatjve eXo.lnpJ es of

typical tunnel wall and surrounding soil properties. 'l'he SQil proper-

ti0s are d:i f ... (,1('(''-. •'01' each difff'rent subway systcrr. location. The

user may enter ditf('rC'!lt. soil and tunn~1 properties for each different

line segrrcn":. 1n the f~·'·.~ ('!TI,but in this sar'lple D1'oulel1 :it ,,'us assUI:lcd

the soil in which the system is located has uniform r_roperties over

I
I
the entire le:lgth of t:j(~ sy<t~m.

The user nUS1- also ent.er the dirtance between the ins:ide wall

surface of a line :;egmeLL wieh the insiJe wall surface of a"y adjacent

tunnel for each j j De secmen~. 'This 1nforma.'.. ion is also entered on

Forn 3F. The two single-l,))'e tunnel:, at the ;rr.st rm'i of t:w sy~tem

arc ~~O feet apart. Therefore. line seCTnents 1 through 6 have B0.jarcent

lly a i-foot thick concrete s18.1.. TheTefo!'c, line sCr:-:C!1t2 7 t.J:rot;ch

11 have adJ acent t ur;nc:;' s wh'JEe 1 nside "'till Gurf~.ce5 are> j foot :'.pt,I'"'.;.

Thf're jc no ad.lll.('~:lt t u::ncl tc "-he Jct;bJ. ('-0 BCr.. ~ unncl at t r.e east

a Zero for th~ eli <;t.o.r.cc oet\ff:>el1 adJacen+ ~:unnel5 f'::>r 1i ne .. '?QT1ents J 2

r
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through 14.

As previously mentioned, thE:' initial wall t,empeL':f;ures l-lithin

the segments in the ccntrol~.ed zone (zone No.2) were set equal to

79 degrees F. as the design dry-bulb air temperature in zone No.2

was 80 decrees F.

The node data (series 6 forms) also requires some additional

informc.tion whel! using Environmental Control Load Evaluation Option

1. The morning and eVening dry-bu11 and wt:t-bulb tecperatures must

be entered in Forr.1 6B in addition to the boundary condition eata.

In this sample problem, the weather c0ndi tions are ur..ifcr'DJ throu(';hout

the length of the syster.

'rhe simulation time 1'('1' this fEr, run had to be increased in

comparj.son to the previous three -;ample pro'bler:u~ to nake certain

the system hau reached stflbili z"tion and to allow PIJough tir.:e for

three cnviro=ento,l control load evaluations. TIle pnttern used in

this sawple problem wher. enterinG the print control data was to first

run 4 headways ane'. l' ~ht a surnmary--the exact sar.:e F.,ethocl us eci in

the first three swnple problems. After this first sUl'Illllary (at 360

"econds into the simulation), the SEC. if' l">"<:; for one more head'\-iay

(90 zeconds) and the f5.rst envirol".ment~l (;':':,~."J.. .1oad evaluatior. is

performed. The SEt; is th~:n run for two non' headv:Clys ani] t~lC s;'stt'n

i3 initializ'?o (at 6~,() S"~0n",C jr.io th", simulation). The' EES is then

run i'm' or,e r..(J)'e !Jl?ac1wQ~' and th.:, ~'ec()r.d enviror.r.ental cor:trc,:;' load

estillill~, ...j t> i-'"rfol'r;;ed. '1.'lJ,:' cllvirol1nKntal control load evaluation "'ill

prcb"l.;:"y 11e...-" c,mverGcc1 ul,on the r.crrect loa,~ evnluation for the station

witl. U,j!; 8e\'omi eV1:Ilttu'_irm. but one more evaluat.ion l'l't31 be performed

to r.ll:.ke ce;rtr.in the envirut;);,e~tul c"l'.tro': IlJa<l (;!stil:iate has properly

13-315
Iii-; n
 converged upon the theoretically correct load. Therefore, the simu-

lation is run an additional two headways and then initialized (at 900

seconds into the simulation). The third and final environmental

control load evaluation is performed 90 5econds later at 990 seconds

into the simulation. After the third environmental control load

evaluation, the SES is run to stabilization (two headways). initial-

ized, and a final ;oummary is taken over one additiona.l headwaJ' (at

1260 seconds int.o the simulatfon). The final summary is performed

as a check. ~~e air temp~~atures in the controlled zones should be

very close to the design air teJ:1pcratures for those ~ontrol]_ed zones.

If t.he average air temperatures in the controlled zones are not very

('lose to thE' design air temperatures, the simulation should be per-

fOI'llled again with more than three enviromlental control load evalua-

tions.

It is very important to allow the sys'cem to reach stabilization

before perforraing an environmental control load evaluation. This

was the purr:ose of running the SES for at least three headways between

each of the three envirorunental control load evaluations. The

program was always initinlized after the second of the three heactways

between environmental control load evaluations in order to enable

the evaluation to be perforJ:1ed over the third headway ind~pendcntly

of the prcviouc t~~ hcauways. Tt~ t~tal siJ:1ulaticn ti~e is J,260

seconds.

'l'he station is air conditioned in this sample problem. Therefore,

the variations in air temperature \o;i"hin the station will r..ot be very

great. Anticipatinh this ~eduction in the variations of the station

I air temperature, the Tcmperatur~

12 has been lowered from +10.0 to +5.0.

:'Eib .....lation Increment entered in Form

Reducing the Te"l\perature

L~ 13-316
Tabulation Inc:ement enables the user to determine the variations in

the station air temperature nore accurately.

Any forms that had to be modified in comparison to the forms supplied

in sample problem No. 1 are given below. Furthermore. any additional

forms required beyond those supplied in sample problem No. 1 are also

provided below. These forms m~st be inserted in the proper sequential

order within the set of forms given in sample problem No.1.

13-317
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glot.".. Doh... tile In.· .. 1It11 llurt..... or M,J ...D\ 'l'lulMlt C,.)
T'J:~;J'L WALL p~OpmrIF.81

lDJ.IzIQICI rrrfl
)1 q

raJPI1IillTIIJ
!/i,I*I~ III
51
n
r
~1.1()li~1 I I II
(tID I. 10 1I I I I I'IXI

13-321
TI.uI~'l V.U 'l'h1.I<..... (Ft)
121.101 IIIII jJ
I

Pht ...c. lIttv••• tile lnll4. \/all Surf", •• or A4,!aot$ 1'IuIDel. ,~)
I~I, 101 I IIII ['I
'I'IJ~1:EL VALL nOnnIES.

':'t......... l Cor.4,..tiYU>, \8tu/Ft-Hr-P" vI boblilin

'1 10"
Thtr=al D1ttu.ITay CSq Ft/Hr)
[DI ,1012-151 I I I I I
SLl1RctJlOlm:c SOIL PP"PER'I'II8, I:) ~ "I

n.~l COD4,.cUvit,. (lIlu/Pt-Hr-Pt. r) ILI.131JI0I I I I I I

:'l-.• ~l DI:l'U.ivlty (SQ Pt/Hr) "
[bl.loI3101 1I m
~ ·c
0.') Siol< Taperatur. (Pt, p)
1101.101 I I I I I IXI

Izt I()I I I] rrtJ

11 ~ 1'1

.w.: ...111. 1'IIaDe1i

Din ..... lIttv... u .• lU14. Vall ""'r.... •

~J:;::[L IIA:.t,
t
P~OPT.IITIIII.
(Ft)
~ I,IDI I I ] I I !'J
~.rcal CCn4ueUvlt1 (Itu/l"-Hr-lle, r)
blolllli'l
l: Io~
n .•rul Dit",.lvlt, (SI '" I~.r)
[ol.lolllsl i 'I I I II
~tIIC 10%1. PIIOPEltfIlII. ~ 1 ' I/"

n.1'W4l COft4I1UhU, (l"tIl/Ft-IIr-Pt, r) 1/1.lj131ofll I II

II ('

loi·lolalOiI II II
IklO! .IDI I I I I rlXl

13-3a8
 --~

r-
111.101111111
I

11 ... "
D1&~n•• ht .... o the 1",14. 11&11 liw't..... or M,l ....lIt 1WIael. (ft)
101.101111 1111
TUX::EL WALL PROPfMI!8. 2' ,.
I~I ,1110101 I I I I I
JI 100

:1:.,...
.....1 1l1t!\!s1v1ty (Sq Pt/!'.r) lol.leltlsl I I I I I
SllRROIJlIl)INO SOIL PIIOP=l!8. ... ~ "I

7hen:a! Conductivity (Bt\l/Ft.-Hr-I'el r) ILI.I~11bl I I I [I

51 ~:

Ihl. ~111olll I II
~ '"
16101. 10 I I I I I !Xl
1

FORM 61 - IIO:lr NII'A

Daily Bound&>')' COT.di Ho. Data

(C<.eplot. thi. to .... tor th.~..i. tn>e 3 11040. oalT>

~ ,.
I .! I1III1 II
IDI.I III mil
II

C••. pl.h tho " •• ~ 4 oMrlo. o~ i t thl 1IIY1..-.11\&1

COT.!rol :.014 t'Valuat1on Opt10D 11 1 or 2.
" • l ~

IbITI 1IIII1I
, t ~.

101.1 111/11 II
~ '"
11.1 IIIIII II
btu I I 1 I I (Tx1

13-329
 -_1
----~

I I
I

I
I!
Dall¥ lIOwI4uy COnti tloa Data ~
(CcaIpJ..t. tM. tora tor t""_nal. tDe 3 _ . aal¥)

Pry-Bulb Toaperatur. at Bol:ll4&ry (D., y)

... t-!!u:b ~."p.ratur. at Boundary (Do, F)

C",,-.,lete the nut 4 ."trl•• 0Al¥ i t tbe a:rrn ........IltU

ContrOl Load ~.lu.UOh OpUOIl 1. 1 or 2.

~ !Q
Y.:>rnlns Dr)'-Bulb T"'pera~ure (Dag F) 11.111 11111
)1 ",.

[01.1 I I I I I I II
Evenit., or Of! Hour Dry-Bulb Boundary Cond1t!t)n Tecperature (De, 1) ~I.IIII!!!
51
n ~ ..
!V.nlne or Ctt Hour Wot_l!ulb Bo~ eo_iUOII ,,-rat,.. (Dac p) 101.1 I I I I I I I !XI

FORM 68 - 1I01l! DATA

Dail,. l!ouMary Condl tiOh Data

(Ceeplet. thi' :'0 .... tor thenoodynamto type 3 nodel onl¥)

1 ...

101·1 II I I I I II
!PI.II IIIII n
Cc.::-.,:.':et. U:.. next 1. ...... :1;"1.. only it tbe EDY1r~'D\&1
Cor,trol Load ~o1uatlon OpUon it 1 or 2.

!IlIll ! 1111
I'
rl
" ..

101.1111111 II
I01 .1 III III II
"
Uk I I I 1/ I I l"iXl I
1
13-330
i
.,.
..
 Dally 110...4&1')' eoa41Uoft Data
CCoaplo'o thi. to... tor th.~lo '7IN 3 ~. Oftlyl

1 1"

le:.1 I I I III [J

Co::.plete u.~ r.e;(t. 4 en'tr1 •• only it the Erav1rcmall tal.

'at I I I II /I n
Car.t ....l Loa.' Evaluatloa 0"-1:1011 it 1 or 2.

101.1
2!
! I I I I I fl
!1 .. ~

V.orn1r.g Vet-!ruJ.b Temperature (Deg F)

I~.IIIIII! II
EYed,.., or Otr Hour D:-y-Bul'o BoundarY' Con~1tlon Te:l:;>erature \Oeg ,) '0 I I I ! I I II'"
11·1
• !Vorune or Ott BoW' Vot-Bulb Bolln~&I')' Con4iUo. " - " ,..... (D<oc 1l
51
Ii)[[: I I I I
rfi5<I

P'OIOI 6a • IIOD! DATA

Daily Bo1.lr.dary Cond1tion Data

(Co:pLote thll form for th• .".04yna"io t1P'l 3 n04. . I>Dl¥l

Id.1111111 n
IItt_Bul·. T ....p'ut"". at Bound.::y (VO,. Fl
~.l111111 ('I
Co::".~let .. t):'! r·(:xt 4 entrJ.oc on17 it t.he lnvlronsental
Cor +~rol toll4 Evaluation Option II 1 or 2.

J' '!:
101.111111111
!1 ...

roc I I I I I I I ! I
m I "
I I II []
fOj.1 I I I I I I rlXl

13-331

~?-:-
 l
1l&111 -4&1'7 Conditton D&~.
(C<lIIpll\a ~b1. to.... tor tM~i. type 3 _.~)

1 .,..

101.1 : I11I1 II
11 ;"..

101.111111111
Co::.p!ete th6 r:~xt 4 entr!l. cml)" it the EtlV1r01'l&lntltl
Co:;.~:-~::" Lc&d ·t....... a:..uation OptIon 18 1 01' 2.

I'.ornlng Dry-Balb T.~~ratur. (Da~ r) I~I.IIIIIIIO

31 ...

[QUIIIIIIII
~.n!r", or Ort Hour Dry-Bulb Bouncl&ry Cond.ition Tt~p.ra:t\1re (Deg 1) Itu ! I I I I I j'J
~'Cl"8 or Crt I!o\U' Wot-Bulb Bound&r7 Conditio. Te_r.<.wo (Dog P) ia.1 I I I I I I j"1ZI

Daily Bound.ary Cor.lilt1on Data

(C=plote thl. to.,. ror tbe~. tDe 3 _ . 01111)

, '"
101.1 I I / / 11II
1~'I.1 I I I I I I f"I
Coo.p:ete tl:. r.ext 4 ontrloa olll,y i t tM lIlv1r011110D~tJ.
Cor.trol [,0"" ~&l\1&t1on Option :11 1 Or 2.

!'.o!"r.!r,,, Dry~!ul'b Teeptrature (Deft F)

I~I.III III II
J1 It ~

101.1111111 II
roeDlr., o.r Crt four Dr;y--Bulb Boll4dLry Coll41tlo. T_raturo (Da, p)
lei. I I I I Iii '"I
51 r H

[01.1 11I 1 I I I fXI

.. L
i

. Zone Data

Zon.. ~, 1.· Controlled

2 •• Uncontrolled. I .10111111 /I
3 •• Non-Jnf11"tiu.l ••• Ulat!oa abott
IlwIber or Un. Se_.to OD4 VentU.ti.... Shaft. 110 ZO.. lij.IOI I I [nil
Type 1 Zone Data:

1101'111,,« "'all Hour !)e11.,. COnditione 21 \Q

....,-a.l" or...perat...... C~. F)
I I II I I II I r I
Wet-Bulb Tap.r.tur. (De. r) ' I''11111111114'
Ev.nt.. I!u.h Hour or O~ Hour !)ealS1' Ct'n41tl .....

l' I I I I I I I I [',
l' 1IIIIIIIIfXl ;2

FOil! lU - 1IYI1I01llEl!TAI. camoL ZOIlES

-
ZOile De.ta

IdlUl.tlf1eatlQD ::umber, ot Line S :.pent. a.nd Ventl1at1c>n Sbatt. 1~

fiL: 101 I I I I I n
n ,~

[;1.101 I I I I I II
r;lol.~l, 101 I I rfl
1~1.lollllll n
'4 ,-
U.lollllllll
t • ..~

lIQ141.IQll I ITI
(Y.lol I ] I I I f18l
"'..
,
13-333 i!
I
~~~.~
'-'---==---- ------- - -
----
.."--------
{

,/.one DatA

1 •• Controlled'
2. • ",controlled
3 •• Non-inertial ftntl1e.t.t::ao MAtt
1/1, I~ I II I I n
lIumber ot Line lIe_.to ond VmtUAt101> Sh&n. t" 1.0'" ~1.1011111111
"
'1')'pe 1 2oA. Data,

lIo.... lac h.t RO\Ir Da.llD CoAdUl0,,"

21 ~c

Dr:r-l!\l.ll> 'I''''.,.rAtur. (Do, It)

1~,51, 101 IIII II

~o.lac Ruth Hour or Ott Hour Dootgn CoAdlUOII.

" 81.@ 1I1111
..
Dry-Bull> T.",ptnturo (D.~ ,)

FCIIM 1111 - F.1IVIl'OlIKEIITAL COII'I'ROL ZO~ES

ldeat.tt.aUoo llllal>er. ot Lillo lIe...nt. and VonUlatlOll Shatto ln

ZO•• Idl.lol 11111 1'1
rBl-lo' I I I Iitl
l.l ,.
, lil.lol I I i I I II
001.101 , 1m
fIV 1.101 11Iii' I
rill III I ! ['I
[' I , I , , , , I i',
['I I II , III rlXl

13-334
I
" ' ____ c,"~-,=~
 _ T1pe 1 •• COnt .... U ••
2 •• UnC:untrollo4
3 •• Non-lJMor~i"l Ye.ltll.at.101l oba.tt.
_ , . or Lill. So....to ...a 'entllaUOlI. llbaftl ill _

\ T"/po 1 Zone Data:

,:::r rrfl
\ora,.......h Hour n.ll", 4:o1141tlo...
21
\\ er,.lIIIlll'l'_peratun

Vet-Dull> Too:perat""e In.. rl

In., pI
rrmJ 11111.
I 11 I :

__ ~.~ ,,'n._ ~.... _u_

~-IIIIl1> T_ont"". In., p)
1'111:llolJ
\
V&\\\,IIIIll> T_perat..... In., pl
11,1

111111111100
fC

\
\ \

\ \

:d.~tlnoatl....
Zo...
l!uII.bero or
ZoiIe \Il&ta
!.1~.
\
S._"to &n4 V.ntllat10J1 Sb&RI in 1""01-101111 n

e\••
\
\
 · ZOne Da~.

1. • Cor. trol::'.4
2' ~ • Uncontrol1ec1
@.Iol I I 1m
3 •• lion-inertial ",eat11.tlO11 ahaft
1t1JS'ber ot Un. Sepent. &.J.4 Vent.ila"lon 8h&ft1 ia ~. ~1.lol I I I I I Ci
Tn>e 1 Zone Data:
No""", ...... _ !led", COa41tiou 2' , ..
Ilr7-Bul~ 'I'......~.,..... (De, ,.) I I II 11111 II

....1>1 ... RUlh Hour O~ Off R...... !led", eoc.4iUolII

I'
"""1 ill
l' I I I II '0
I II II
r1lllllllil5<l '9

IClrl liB - PlVlROI':MF.lITAL CO:I"~OL ZONES

lul>tltlcaUoo. X_r. or L1,.. :IefIII"" .....4 V.ntU.Uon St... n. 1n

%ort.
[/121.101 I ! I 1j'l
filtl"I.lol r III I
UurJQI I I I I n
IJI¥I.IOI I I I I n
1'1111111 W
tn-TD1TCD
(11 I I I I I I I I r
"1 I II I III
e\. ••
roo

13-336
 - - or Punt Oroup. I~1.101 ( IXJ
If,

Crou~ ;;·.:..-:1.... or !r.\.ervll.l

flU1l'",l>('t" or
I:w:klr Abbt'~vj "'ted Pr Int.

1
!~.:~r.!"'·,ml:;

" t,
l,,(or-Glh (:Cc)

Illalol.1 I J
rCtr
rZJ
1~toll

101.1 1111
rrint
., 31
;:;..-.":.ary
0P.1cr:
1{

101.111 I [gI
t ;
2
1tL1JJiJ
L §
~
!J
1;101.1 I I ,
u

It
lill.1 II
,. ,,,
n rJtJij[rt~
3
Iii·" I " 1'1101.1 I IJ 101.1 I 1/ J Ii 101 I ('[Xl
rJl.lol I (I IVbl.lol I") 101.10/ I (1 ~'I.lol I (N
J 5
A
111.101 I I I
, . r!iraJOd @,Iol / II
(6

2" "
1//·101 / II /'fbl.loll J
.t~.
lill9wJ

~-

:IUI'Ib&t or
]j·:r.br or Int,.rvnl A1.;l·t"evlf1t('d rrint.
IJ:t~r"l.l. Ler.J;Lh (Sod
I
1111101.101 I
\~
per Jle.tai 1 l1Phtt

1~1.~llll
'1
";'J('!":

1/1.101 I I fX!
1'-

..
1

~
I .101111 141, 101 I f!Xi
moo I~.IOI I ('IXJ
I~.klllj

• to. ..... et•• etc.

I
... ~I~.
13-337
 JI)MI 13 - PIIOQIWC I.'OlI'l'IIOL CATA

'!"i~ I~.r"".n~ per CYcle (l/l~Otn at Sec) 11101.1,,1 I I II j'l

f7Jt1'lol.1 I I rn
11 .'
y.... i = Simul.tioD TiIWI (Soc,

1/'~I.lol I I I I fl
111.10 1IIII (I
11101.101 I I I I f'M

1-
,
13-338
Results of Sample Problem No.4

The ,'utput generated in sample problem NO. 4 differs from the output

generated in sample problems 1 through 3. Thb sample problem required more

simulation time and more printout information then the previous three

sample problems due to the fact the E'tation L this sample problem was air

conditioned. The explanation of the heat sink and envjroT~ental control

output Obtained when using Enviornmental Control Load Evaluation Option I

is as follows:

The heat sink analysis is given for each zone. The analYf;is is ~'irst

given for all the uncontrolled zones. und then tl1e controlled zones.

The output for each uncontrolled zone includes the morning and evenine rush

hour wall surface temperatures, average air temperatures 'lnd hwnidi t j f'S

f~r each segment and subsegment in the zone.

'l'he output for each controlled zone includes the sensible and latent

heat from trains. stea:!y-st.'3.te 'l':at "n'-<ref's. heat sink (sensi bl e hc~t only),

airflo'w'. and environmental contr,')l system" fo:' each segment lind subsegment

in thE: zone. Th8 total envir()nrr,en~al ,~ont!'ol requireo to maintain the

gi"en design air temperature .l.3 plso in('ll1ded for eaeh seemcnt and 3ubs -'6-

ment in the controlled zone.

The summary output also include~ the average sensU.,le heat relea!'e

from +.he enviornmental control systelT. when tabulating thp nvernce :-;('115ib1e

heat gains within each cantrolled zone line seement.

The output obtained durinr: the> 13.!;\.. cnviro=cntal CQ:1tY·ol ] C".rl

evalUlltiofl is provider! bel·)w. In arldi ti em, a plot of the 'lve!";"'l' !':rs,,(%

dry-bulb temneraturc3 obtl1ined f'rcl;'1 th·c final summary t ",-KEIl bctw{·rn 11'(0

and 1260 seconds of ~;imulation ~~!'1r h pn.'vid(,~ :/' Fir-ure 13.16.

13-339
 )"1 'i"
""~l'r,,'r"'"" "" ,

; 1
:/fJ K}:Y" .~ - .1 .-.Ji
Np-a. ; t. tJu1l51[}f" 4M M(EI'i t:' MY-D(.{/.B. i .' -. •..... i
- ',._. -'---f-i
II i -~---:
1 '
= r
. All?. "'£:~1'tRA:r~f\E IS '/0 oF- ·-1 ' I /h"r',_ . ___ -I
I 81' ie-I _A~~-l'''''''_.--
-~.,- ~ 1 . __;'' , I: i.
l. TH~ 5T7!TlD_~: 7JP;'~A/ TE.A;fPE~.,rIt/?&' i~ .. 41D~7.rf2-r-·' --;
. ; 4.; I$. .&0. or d7-6«/&,. 7'1'/ ~i·J,,,,16
C~r:;~-r;'"
;;) ~~--~- f ~~A.'¥A:
It9/)
.., ' -'---t~·-l- J t+~.L.~. __ J
''U t--_.
i I !
~r.:: -t ,- . ··f·- - , I

<q:
- -'---1-· ~.- r"'!-""
~ I i
A:'. )

~ 1IJ
1
l( •. i ~ -~ -f t -: +-~ .
~ ~- _--J;..--: ~-- .I-.--t- . :- - i "+
j I ; I !
co
.j t- i-_ ... .i.._+_~_J - +- ! --l-
t-' 3 I ,I Iii i ! !
W to,
I ,
W -l f -ii
~ ~.
o -t(" _-J.- - 1+ --t- +. ~
:·..-tt·
I I I I

A fbi r-
-l--_.- .
r
uJ !
. ~. -- T ! - •.
-.. i
':_+~ ~ -JI_.~ ;.
« 1 : : ' 1
.-~ .r . ·i .- .' ~ .. -: - I-~i --i~- -t
i I
~ I : f
~ -+-"I .--!---- -t ---~ ·----.--·--r -··1
-- "'" I I '
70 ,"- , I ' ! \ i ~
I,.OOQ : -j _ 2"OOb _: . ~.3,C:OCL, _L_L__ ~. ~_J.4jQd.O_
-:>jS"EM; l~ATlQ.M,.FJT.; .:. .-r--'-~ l_.-i_-l. __ ~_.~_
••. ...j..
, ' . ' i :._ ;_.~ .. ~ ..
Ii'
l ,i
~r-c- . ,.' '-:- -- --_._-+---,
..... "" ~t.· "."" I'.l··-~··"--:·
, ~,. -;-_ ..... -1 " ' I I ,
. '."". ~... :.~.
. r=. ~ - : ] .. ., ·;-'1
- _._ I ,-'. _. .• . I .. L . - -- .} ..... --,
I \ i 1
~ . --;.--i_ _ I ~ 1,

I _ - i.. ___ .i

Fig. 13.16. Sample Problem No .. ~ - Average Dry-bulb Air TemperatureS in the System

~-""""""""~,,,,,", .... .-.......,.,,...

 The total envirorJnental control requirement fOT the stntion was

estimated to be 11,965,352 Btu/hr of refrigeration during the thi~d

environmental control load evaluation. As sho\m in Figure 13.16, the

resulting average dry-bulb air temperatures in the platform arefl were

51:; ghtly lower than the 80 decree F. dry-bulb design temperature. The

resulting average dry-bulb air tto.,lreratures in the mezzanine area were

either equal or slil'htly above the 80 degree F. dry-bulb design temp-

eratur2. Overall, the temperatures in the stp.tion "!ere quite close to

the design temperatures and there wa& no need to perform any additional

environmental control loud evaluo.tions.

The heat sink am!'.ysis f()r the u.'1control1ed zones for this rush-

hour simulatlcll must be used to estimate the system wall surfnce temp-

eratures if the u:;~J.· wi::;h(;8 tc. lJ(,rform un off-hour simul!<tion. This

proce~'<lure is further e;.qJla:nec in section 5.10.

•
-
.
'

-~
=
 It
' "'
11
~, I

TRANSI' OEVELOPMENT CORPORATION

Il'CJllJl OXJIJIlllt XXXXX

II X X
UIU UXICK XXXU
X Il X
X X Il
ltXUU XXXJUtU XUUX

sueWA' ENVIRONMEN! SIMULATION

...
w
SIMUUTlON O~
w
N
.
SfS USER'S MAMUAL SAMPlE PMOHLEM J~ - AIRCONDITIONEO STATION-EVE. PUSH

1 STATICN SYSTt~ MITH SINGLE aORE TUNNELS AND OOURLE-TRACK TUNNEL

SlAllON HAS MfZZA"INE - EXHAUST fAN LOCATED IN OOU8LE-TMAC~ TUNNEL

OESltiH TI~ "0. HRS .IUl. Y 2004

5'0"',5
PREPARED 8Y -
,~ PARSONS. f:RINCKERHOf'f.
QUAQ£ & ttUGLAS. IHC.
I I: NEW YORK. NEM YORK
"1.1:

'·.1:
1 ,.
.------------ -
ilili
~--~.-.
,
I
,~,.~!~ ~l'l<:'l',:':·.l' '~". .")''''"'-::'':'''~'~'''~''''~' '"_J .", "~(., _j' _~

5, ••175 SES StS U~EQ.~ ",INI/IoL SaMPLE PR08LEM "4 - AIRCONDITlONEO SUTION·EYE. RUSH PAG£

INPUT VERlrlCATION or GENERAL DATA

fORM Ie
TRAIN ~ERfOP~ANCE OPTION IMPLICIT
TE"PERATllRt I tfUMIOITY SrMULA 1 10N OPTION YES
hUMIDifY OJSPLAY OPTION H~IDlTY RATIO
ENVIRONMENTAL CONTROL LOAD EVALUIoTlON OPTION YES
~EAT SINK SU~MARy PRTNT OPTION o BYPASS
SUPPLEMENTARY OUTPUT OPTION o
'LLO.A~LE ~1~UlATION ERRORS (I

AlLOWAIILE l"'PIIT ERRORS o

NUMRER or Ll~E SEGMENTS 14 'OR~ ID

....w TOTAL NU/4RtP Of SECTfONS 15

NU"dER OF VE~TILATION SHAfT SECTIONS 4

w
w
.. IIIU14tlER or NOCES is
IIIUMtlER Of tll/ANCHED J"NCTIONS 7
~UMBER or PO~TALS J

NU"'tlER or UNHUDY HfAT SOURCE:; o

NUMIlER or flo~ TypES
NUMBER or TR.tN ROU'~S z fORM IE

NU"'tlER or TRAIN TyPES 1

NU~BER or tNYJRON~EN·AL CONTROL lONES 4

fAN STUPPIMG/VI~O"ILLING OPTION 1 SI;n,-LATION "'I:r.UUfA"'IOU

NUMdER OF TR,IIIIIS IN OPERATIOA Af INITIALIZATION 0

il
~"""'7:::7ll':ii:"-- , ... -~.... .W ••....:"- ... ~,J, .~.'"'~
 I!""

!
--1l,
'"'-

5.10111'5> SES SES U~E~'~ P.ANUAl SAMPLE PRObe 1 ~4 - AIRCONDITIONED STATION-EVE. RUSH PAGE

INPUT VERIFICATION OF GENeRAL DATA

DESIGN HOUR wEATHER OAT A

AMBI~~! AIR DRY-8Ule TEMFEPATURE ClO.O DEG F FORM IF
AMBlt~' AIR wET-aUlS TEMPERATURE 80.0 DEG F
I AMBIE~T ~A~OMETRIC PR~SSu~E 29.50 IN. I1G
AMbIENT AIR DENSITY .0112 LB/CU'T
AMeIENT HUMIDITY RATIO .02011 lB/lB 0. -CRY ~IA
I 6';' !'ERCENT
AMelENT RELATIVE HUHIDITV
! DAILY wE~TI1ER DATA
MORNI~G AM81ENT AIR DR1-SLlB TEMPL~ATURE 80.0 DEG F
I
I
I
MORNI~G AMBIENT AIR wET-~LlB TEM~RATURE 70.0 DEG'
i ....
' .... AMtiIENT HUMIDITY RATIO .01364 lY/L8 OF CRY AIR
I· EVEHI~G OR OF' HOUH AMdIE~T AIR DMY-BUl~ TEMPERATURE 90.0 DEG F
EVENl~G AM~IE~T 80.0
j: OR 0" HOUR AIR wtT-BULe TEMPERATURE DEG'
i
AMUEHT HUMIDIty RUIO .02017 lB/la OF 'CAY AlA
ANNUAL WEATHE~ DATA
I AMPLITUOE OF ANNUAL TEHPERATURE FlUCTUA110N 20.0 OEG F

A~ERA6l PATRON WEIGHT lSI). t.BS FOAM 16

UNOf&~l~TFORM E~H.UST EFFECTIVENESS WHE~ TRAIN '5 STOPPED o. PERCENT

UNOE_~LAT'ORM EXHAUST EFFECJIVEN£SS W"E~ TRAIN ,S MOVING o. PERCENT
MAXIPUM TRAIN SPEED Al WHICH THE UNDERPL"T'ORM FXMAUST SYSTEM OPERATES .0 MPH

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5/0 ..115 !'iES SES U~E~'~ ~A~UAL SAMPLE PRO~LE" '4 - AI~CO~DITI0NED STATION-EVE. RUSH PAGE

INPU! VERIFICATION FOR LI~E SEGMENT 1 - 2 1100 TO 1200 fT - ROUTE 1 FORM 3A

LINE ~EGMENT TYPE CTUNNEL.
, ENGT" 100.00 F'T

CROSS SECTION AREA 250.0 SQ FT

SEGMt..! FORM 38
PEAII'!CtEAS 41.1 22.1 ~OTAL PERIMETER 63.8 FT
AOUGtt',ESS WEIGHTED AVEPAGE
LENGT'"'S .0210 .1I~ft5 ROUGHNESS LENGTH .0282 Fr
HYDRA~LtC OIAMETEQ 15.1 n
RELAIIVE ROUGHNESS C EIO , .00180

FULLY !U~8ULENT FAICTION fACTOA .0234

SEGMENT TOTAL HEAD LOSS COEFFICIENTS POSITIVE NEGATIVE r~M 3C
FLOw FLO.
t ...
w A1 FO~WARD'LINIT .04 .00

... Af 8ACKWARO LIMIT .00 .04

•... WETTE~ WALL SUQ~ACE o. PERCENT
MUNSEN OF SUBSEGMENTS
NUMB£R OF STEAOY-STATE HEAT SOURCtS

STAIUING ENDING FORM 30

SUSS( b"'U" T SU8S(GMENT SUURCt. STEADY-STATE HEAT RATE
NIW.,ER NUMBER tYPE SENSIBLE LATENT IOENlIFlCATlON
(lHU/H .. ) (STU/HR)
1 THRU 100. O. 3AO RAIL t-OSh -'UHNEl LIGHTING
STAN~ ."'6 ENDING rORM 3E
SueSfbMEHT SUASEGMENT WALL SUIo/FACE INITIAL AIR TEMPERATURE
NU" ..t.A 111Ufi18ER TEM~EAA "IIOE ONY-BULB WET-BUlb
co't.G F) COEG FJ COEG n
THRU "'0.0 90.0 80.0
I UNNEL WAll THICKNESS 2.0 fT rORM 3F

DISTANCE 8ETWEEN THE INSIDE WALL SURFACES OF _OJACENT TU~NE~S 010.0 fT

TUNNEL WALL THEPMAl CUNDUCTIVITY .100 8TU/FT-H~-OEG F

_- -.-.-~- ..
L; ----- .. -- ----- .
TUMNtl wALL THERMAL DIFFUSIVITY • GaS fT SOUAAte,..
. . 1DIIIfI....... IAIA cnTA ,.... a..... '''... ftI.r .........v
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INPUT YERIFICATION FOR llhE SEGMENr 1 - 3 IZOd TO 1600 Fr - ROUTE 1 FORM 3A

lINE SEGMENT TYPE CTUt~NEll

lENGTh 400.00 rr
CROSS SECTION AREA 2Z5.0 SQ FT
SEGl4EhT fORM 38
PERI .. ftEAS 40.3 20. 6 TOTAL "t::RIMETER 60.9 fT
ROUGto~'lSS IiIElGHTED A\lENAGE
lENGTI'tS .02to4 .0295 ROU6H~ESS LENGTH .0214 fT

HYDR"'JlIC OUMC:TEQ 14.8 F"T

RElA~JVE ROUGHNESS ( £I'D I .00l86

FULLY ~URBVlENT FRICTION F"CTOR .0236

SEGMENT TOTAL HEAD lOSS COEFFICIENTS POSITIVE NEGATIYE FOR" 3C
nolol FLOW
'I~ ... ,n FORWARO, LIMIT .00 .00
I .... .T HACKWAAD lJMIT .co .01
I~ WETTEU WALL SURFACE o. PEPCEt.I'
I
NUM8tH OF S~SEGMENTS 2

NUM8Ek OF !iiTEADY-STATE .IE"T SOUAC,"S

ST.. hTING ENDING .!!'«'AM lO

SUBSEbMENT SU8SEG14ENT SUURCE STEADY-STATE HEAT RATE
NUf'~lA NU"'ttER tYPE SEIIISlbLE LATENT IDENTIFICAtION
(I:ITU''''~' (BTU/HRI
lMAU 2 2(100. o. 3RO RAIL LOSS. TUNNE~ LJEHTING
SlANTING ENDING fOR" 3£
SU8S[bMEh, S08SEGMENT WALL SUHFACE INITIAL AIR TEM~ERATURE
NUl"t'lR NUMI:IEA TEMt'EAAlUIO£ ORY,.BULB 1Iji::T-BULB
COtG FI CUEG fI (OEG fI
lHRU 1- '110.0 90.0 80.0
TUNNEL WAll THICKNESS 2.0 FT FORM 3f
DIST .... CE BETWEEN THE INSIGE WALL SURFACtS OF'ADJACENT TUNNELS 20.0 FT
I TUNNfl WALL THERMAL CONOUlTIVITY .700 8TU/F'-~~·DEG f
~--.----.----------- ---- ---- .025 F'l SQUlAE'CIt,R
TUNNfL WALL rHERMAL DIFFUSIVITY
~~"tIIn,_ ,nil T........' r,n..nUCUIII1'Y 1.330 elUIF'T-~~-DlG'
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5'04175 SES SES U~RI~ ~AHU'L SAMPLE PROBLEM .4 - AIRCONDITIO~ED STATION-EVE. RUSH PAGE

INPUT VERIFICATION 'OR LlhE SEG~NT 11-6 1600 TO 2200 FT(START OF STA)- RTE 2 FORM 3A

LINE ~E~ENT TyPE CTUNNEl)

I
L[NGT" 600.00 FT
CNOSS SfCT ION AREA 225.0 SO FT
SE~"'T FORM l8
'PfRl""tUS 40.3 20.6 TOTAL P£MlMETER 60.9 'T
AOOOIoI,"ESS WEIGHTED AV[RA6f;
Lf.N<""S .0264 .Oc95 ROUGHNESS LENGTH .0274 'T
"'~'ULIC DIAMETEA ]'-.8 ·FT
AtlA!lVE POUGHNESS ( E,e I .00186
'ULLY 'URBULENT FRICTION F'CTOR .0236
5£GME~! TOTAL H£AO LOSS CGEFFICIENiS POSITIVE NEGATIVE 'OAM lC
FLOII flOW
.1 FO~IIAAO LIMIT .46 .00
'W
L AT ~ACK~AAO LIMIT .00 .00
w
: W£TTEU WALL SUWF.CE O. PERCENT
A;
NUMBER Of SU8SEGI'[NTS 3 -~ !

~EH or STEADY-STATE HE'T SOURCtS

,-"

STAH'IIIIG ENOIN6 'O~,M"'

SU85Et>M£N' SU9SE6NEN1 SU~E STEADY-STATE HEAT RATE
NU", ... I!A NUMBER TYPE SENSIBLE LATENT IOENTIFlCAl iON
unU/HtH CBTU/liM) ~-~- . ----
THAU J 61200. o. lRO RAIL LOSS, TUNNEL LI-ClHTlNG
SfAA'I~ Er.rolHG 'ORM 3E
sueSfC:fl[N' SU8SEGME"''! WALl SUfd'ACE INITIAL AlA TEMPEAATUr.E
NUJI'''fR NUM8£N i£""'E''I,lUtiE OfIY-BUL8 VET-PULa
IOU f! lOEG F') (OEG f)
THRU l "'0.0 91'.0 80.0
TuNNEL .ALL 'HICK~SS 2.0 FT 'DAM 3F'
DIST,NCE 8fTW[EN THE 'NSltE WALL SURFACES OF AOJACE~T TUNNELS 20.0 FT
i
'UHNtL Wall THEPMAL CONDUctIvITY .700 BTU'FT-H~·DEG F
~.i _ _ I IlAU.-tIIlaII... ...DUFJJSIVllY______ .425 r:x SAWAlEC'HB
i i: !llHltlGwelH6 SOIL TH(AMAL COftOUCTlVIt\ 1.33. BTUIrT-tfR-GEG'
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s/o ..,,!; SES SES U~ER'~ ~ANU'L SAMPLE PROBLEM '4 - AIRCDNDITIONEO ST,TION-£YE. RUSH PAGE

INPUT VE"IrICATION FOR LlhE SEGMENT 1 - 7 START or STATI~N TO WEST STAIRWAY FOM 310
LINE SEGMENT TYPE 2 (STATlO'U
LENGTh 100.00 "
CROSS ~CTION AREA 70t.0 SQ FT
SEGMEhT FORM 31
PEAII't!ERS 78.'" 38.7 TOTAL PEAIIlETER 111.3 FT
AOUGto~ESS WEIGHTED 'VERa6E
LENGlnS .'292 .Ol12 P.0U6HNfS$ LENGTH .0299 FT
HYDRAULIC OIAMETEA 23.9 FT

RELallVE ROUGHNESS ( [10 ) .OOUS

FUL~Y TURBULENT FRICllON FACTOR .0l!t3

SEGMENT TOTAL HEAD LOSS CtEFFICIENTS POSiTIVE ItIEGATIVE FORM 3C
FLOW FLOW
Al FOR~aRO'LIMIT .00 .00
r"
1'.l'
ii=
AT 8aCK~aRD LIMI' .00 2.611
PERCE'IIT
::F WE~l~V WALL SU~FaCE .,.
NUMBER OF SUBSEG"ENTS
j NUMBER OF STEADY-STATE HEAl SOUACts

STAN 11 NG (NOING FOtIM 3D

SUIIstGMENT SUBS(GMENT SOURCE STEADY-STATE HE'T R'TE
NUfoI'iER NtJtoI8(R . TYPE SENSIBLE LATENT IOENTlrICaTiON
ISTU/HM) (BTU/HRI
THAU 70GOO. 36 '00. PEOPLE,LIGHTING. 3AO RaiL LOSS
STARlING ENDING rOM 3E
Stl8SU.MENT SUBSEG"E .. ' IIIALL SUHFACE INITIAL AIR TEMPERATURE
NtW"ER NUM8£R . TOIt'ERAtUHE OR~-eULB WET-8ULB
COtG F! (OEG F) CDEG F.
TtlPU 19., 90.0 110.0

TUNNEL WALL THICKItIESS Z.O ,.T rOAM 3F

DISTA~CE BETWlEN ,HE INSIDE VALL SURFACES OF' ADJACENT TU~LS 1.0 F"T
TUNNEL WALL THERMaL CONOU'TIVITY F .700 ITu,rT-H~·DEG
:1· - - - - - - - - - - - . -.. ---"._. ---------.----------------:-::=---=::-==-:=;:;-=::------------

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INPUT V[RIFICATIO~ 'OR llhf SEGMENT 12 - 11 EAST ,sTURWAY TO END OF STATION 'ORM 3A

LINE ~EGME~T TYPE 2 CSTATION.

lENG1" 100.00 FT

CROSS ~[CTION AREA 100.0 SO FT

SlGMt.IItT FORM 38
I'IRIMtl£RS 78.(' 38.7 TOTAL PERIMETER 111.3 FT
1OU6t'r.ESS WEIGHTED AVERAGE
LENGTHS .0292 .0312 ROUGHNE<;S LENGTH .0299 FT
HYDRAULIC DIAMETER 23.9 "T
AllA~[V[ RO~SS I [/0 ) .00125

'UlL~ !UReULENT FQICTION FACTOR .0213

SlGME~! 'OTAL HEAD LuSS 'C!"FtCIE"TS POSITIVE NEGATIVE FORM 3C
FLOW FLOW
:; At FORIIAAD-liMIT .55 .00
, ., BACKWARD LIMIT .00 .00
II,
MlTTtD "ALL SUQFACE O. PERCENT
NUMBER CtF S~SEGMENTS

I ~~ Of STEADy-SlATE HEAl SOURC~S

SUh' JPtG ENDING FORM 3D

_SEI>M[H' SU8S[GM(tH SOURCE. SlEADY-STATE HEAT RATE
...... .,£11 NUMllER - rYPE SENSI~LE LATENT IDENTIFICATION
I CBTU/~R) CBTU/HAI
THAU 10000. 3f>OOO. PEOPLE,lJGHTI~G. 3AD RAIL LOSS
SURfiNG ENDING 'ORM 3E
SWJSEC>MENT ~SEGI"ENT IlALL SUMF ACE INITIAL AIR TEMPERATURE
...... ,,[11 NtJIII8Ek TENPE"A1UhE DAY-BULB IIET-BULB
(o~G F~ (DEG Fl WEG fl

, .. RU 19.0 90.0 80.0

JUNNE~ WALL THICKNESS 2,'1 FT FORM 3F

O'iSUf..CE BlfTIf££" TM( IftSIOE IIALL ~RFACU OF ADJACENT TUfliNELS 1.0 FT
rUNNEL "ALL THE.MAL CONDUCTIVITY .100 BTu/FT-HR-DEG F
r~L wALL THERMAL O:F'USIVITY 0025 FT SQUAAEC/HR
. . . . . ._'I1W; Cft .. T...... rn..nucnvtTY 1.330 erU/FT-MA-DEG F
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I,IIPUI V[r.1F!CATION fOA LII\E SEGMENT ),3 - 12 ST~TJON END TO EXHAUST FAN ~T 3300'T fORM 3,.
LINE ~6M£"T TYPE 1 nUNNEU
UNGl" 1500.00 FT

CROSS SECTION ARE,. 400.0 SO 'T

5I.~"1 fOR" 38
P£RI"i:lEAS 52'" 26.1 TOTAL PERIMETER 78.8 f"T
AGUGtoil.ESS W£IGHTED AVERAGE
UNGJt<S .029. ..307 R~uCHNfSS LENGTH .0296 FT
HYDRAuliC OIAM€lEr 20.3 H

RlLA!IYE ROUGHNESs , fIr. ) .00l46

FULLY TURBULENT FRICTION 'ACTOA .0222

SE6MEto! JOTAL "EAO LOSS CGEfflCIENTS POSITI"E NEIiATIYE fORM 3C
FLOW FLOW
A1 FOAWARa LIMIT .00 .00
..... aT 8ACKWAwO LIMIT .00 .18
METTtu WALL suP~ACE o•. PERCENT
• ~N Of sueSf6MENTS 3
.... 8tk 0# STUDY-STATE HUT SOURCt.S

lTAkTlNG ENOIN6 fORM 30

SUBst611€NT SURSfG..r.NT SOURCE STEIIOY-STA u: ~:EAT RATiO
1iIIJIit"'£A NUMtIEIiI TYPE S,z"SU:lL£ L4T[NT IOENTIFlC.lUON
CIITU.fHIU CBTUJ'H;?I

1 THRU 1 51000. O. 3RO RAIl LOSS. TUNNEL Ll~HTlNG

STARliNG ENOIN6 fORM lE

MlBSl,""ENT SUElSCG'ENT V'Ll. SUNFACE INITIAL AIR TEMPERATURE
NUll'l:!tll' NOoi8Ett TEMt"t.AATUfiE DRY-BULB "ET-8ULL'l
(')t;6 , . CoEG f. mEG "
I THAU ) 90.0 90.0 80.0

r~L wAl.L T"leKNESS 2.0 fT fORM Y'

DiStANCE BEtW[!N THE INSIDE WALL SURfACES OF AlIJACEKT TUNNELS •0 fT C NC ADJ. TUNNEL •
T....cl w....t. tH£RMAL CONDUCllvlh' .700 BtU/fT-~~-DEG f

...... ".l.I.. _.l)l£~_01FF-U!OIVl!r_ .Jl2!; .. _fl !OOUUEC"I4R

!UtAClUIIOIN6 SC"t. lH(A.... tOttOUCTlV!TY 1.330 81U!FT~~-OE6 r
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5104/15 SES SES U~ERt~ ~ANUAL SAMPLE PROBLEM .4 - AIRCONDITIONED STATION-EVE. RUS~ PAGE

INPUT VERIFICATION FOR LlhE SEGME~T 15 - 14 ~100 fT TO EAST PORTAL AT 4000 fT rORM 3A
LINE ~EG"ENT TyPE (TUNNELl
LENGTH 300.00 f"l

CROSS SECTION AREA 100.0 SO FT

SEGMENT fORM 38
PERI"~ 'ERS 18.6 38.7 TOTAL PFRIMETER 111.3 F'T

AOOG""'ESS WEIGHTED AVERAGE

LENGTHS .0292 .Ol12 ROUGHNESS LENGTH .0299 FT
HYDRAULIC O!AMETER 23.9 FT

RElA!lYE ~OUG"NESS « EID J .00125

fULLY TUfl8UL(NT .fRICTION faCTOR .0213
SEGMEh! TOTAL HEAD lOSS COEFFICIENTS POSIT lYE ",EGATIVE fORM 3C
FLOW FLOW
~
W AT fORWARO-LIMIT .00 .'50
I
w AT HACKWAPD LIMIT .00 .53
~
~
W~TTf~ WALL SURFACE O. PERe'ENT
NUMdfR Of SV8SE~ENTS 2

NUM8E~ Of STEADy-STATE hEA1 SOURC~S

STArcTlNG ENDING fORM 30

SueSfGM[NT StlASEG"ENT SOURCE STEADY-STATE ~EAT RATE
NI, ..(N NU~9ER rYPE SENSIIlLE LATENT IDENTIfiCATION
UHU/HPJ CBTUIHRI

1 THRU 2 J0600. O. lRO RAIL lOSS. TUNNEL LI~HTING

STARTING ENDING FORM JE

SueSE6MlENT SUft50£GfIIIENT WALL SUHFACE INITIAL AIR TEMPERATURE
N\Ifo .. ER NUt4RER TEMI"t.RA1URE DRY-8UL8 WET-8ULI!
«O~G n IOE6 fl eDEG fl
fHAU ? '10.0 90.C eo.o
TUNNEL WALL THIC~NESS 2.0 FT FORM 3f
OISTAIlt£ 8ETlfEEIII THE INSIDE wALL 5ouqfACE5 Of ADJACENT ,TU'lNElS .0 FT I ~c ADJ. TUNNEL'
TUNNEL WALL THERMAL CONDotlJYlfV .700 8TU/fl-H~·DEG f
TUNhfL "~l THERMAL DlfFUSIVIT' .025 fT SQU.R~~/"R
'~

~ONO.Jf40 Mil TWA"'" CCIIIOOCTlYlTY 1.330 BTU/fT-"~-GEG'

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5 / 0 4 '15 SES SES U~ER'~ ~ANUlL SAMPLE PROBLEM - .. ~ AJRCONDITIONEO STATION-EVE. RUSH PAGE

INPUT VERIFICATION OF ENVIRONMENTAL CONTROL lONE DATA

___ • ____M _________- ______• _ _ - - - _ _ _ _ _ _ _ _ _ _ __

lONE NUMAER
----------------------~------------------------
ZONE TYPE 2 UNCONTAOUEO FORM llA
NUM8ER OF LINE SEGMENTS AhD VENTILAflUN SHAFTS IN ZONE 8

LINE SEGMENTS ANO VENTILA1ION SHAtTS IN ZONE ( SECTION - SEGMENT

1 - 1 - 2 1-3 J -103 5 - 5 ~ it It -104 6 - 6 FORM liB

------------------------------------------- ZONE NUMBER 2

ZONE TYPE CONTROLLED FORM llA

NUH8EN OF LINE SEGMENTS AhO VENTILATION SHAFTS IN ZONE 5
MOANING RUSH HOUR DESIGN CONDITIONS CRY-8ULB TEMPERATURE 1';.0 OEG r

.ET-RULM TEMPERATURE 65.0 OEG F

.. U"'IOITY RATIO .01107 LB/lH OF CAY AIR
f'
i~
1:= EYENl~b RUSH OR OFF HOUR DESIGN
CONDitiONS
CRY-AULd (E"'PERATURE 80.0 OEG
I
_F.T-RUL8 TEMPERATURE 10.0 OEG f
... UMIDITY RAT(O .01364 LB/LB OF ORY AIR
I LINE <;EGMENTS AND VENTlLAlION SHrJ. 5 IN ZONE ( SECTION - <;EuIENT )

I 1 (0 - 8 9 - 9 11 10 lZ 11 FORII lie

---------.------..------------------------- ZONE NUMBER J .--.------------_.-.------.-----..-....-----.

ZONE TYPE Z UNCONTROLLEO FfJftM.. llA
NUMBER OF LINE SEGMENTS AhO VfNTILAT:ON S~ArTS TN Z~NE

LINE SEGMENTS ANO VENTILAllON SHAfTS IN ZONE SECTION - SEGMENT )

10 -110 FOAM 119

ZONE NUMBER .. '~

-------------------______ ..--__------------- ...
-------------------------------------------
ZONE TYPE l . UN'ONTAOLLED FOA'1 11_

NUM8lk OF LINE SEGMENTS A~D YENTILATIO~ SHAFTS IN ZONE 4

L---~~dl~GME.T~ANO-¥ENIIL.110N SHAt.~~~.~EC~-S£G,~M~EDNLT~ _________________________________________________________ .

,3 - 12 I. -II. 15 - 13 IS - 14 FORM liB

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S/O'V1S S£S SES USER'S ~A"U.L SAMPLE P~OBLEM .4 - AIRCONDJTIO"ED STATION-EVE. RUSH PAGE

I"PUT ~ERIFICATION Of PAINT CONTROL [NFORMATION fOAM 12

TE~pEHATURE TABUlAllON IN(AEMENT 5.0 OEG F

NUMB~H OF PRINT GAOUPS 10

GROUP NUMBER Of lNTEkV_L "'UM~ER Of SUMMARY OPTION TIME Of

NUI'8EA INTERVALS LENGTt< ABBREVIATED UST PRINT
(5EI.:' PRINTS PER IN GAOuP
OfUll PRINT (SECI
11"0.08 0 o- NEITHER SUMMARY NOR INITIALIZATION 180.00
9 10.OC 9 - INlrl4lIZE ONLY 270.00
"
3 90.00 0 3 - SUMMARv AND INITIALIzE 360.00
.. 90.00 0 4 - SUMMARY, ENViRON. EVAL •• INITIALIZE 450.00
c; IBO.OO 0 I - INITIALllE ONLY 630.00
6 90.00 0 4 - SUMMARY, ENVIRON. [VAL •• INtTIALlzE 120.00
1 1(10'00 0 - IN11 (ALlzE ONLY 900.00
~ 90.00 0 4 - SUMI'ARY. ENVIRON. EVAL •• INITIALIZE 9QO.OO

9 180.00 0 - INITI~LIZE ONly 1110.00

10 90.00 0 3 - SUMMARY AND INlTlAUlE 1260.to
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Sl'04nS C;ES SES U~ER'S ~4NU~l SAMPLE PROBLE~ -4 - AIRCONOITIQNEO STATION-EYE. RUSH PAGE

PROGRAM CONTROLS FORM 13

TINE INCREMENT PER ~YCLE .10 SECONDS

MAXI~UM SIMULATION TIME 1260.00 SECONDS
-NUM8EH OF CYCLES pER COMPLETE TRAIN EVALUATION 10
NUM8Ek OF CYCLES PEA aERODYNAMIC ~VALUATION

NUMBER Of CYCLES PER THLR~OOYNAMI~ f.YALUATION 10

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4'19114 ""5 SES USER'S ~'~U6l SlMPLF PROplF'" -4 - ATqcONotTlo~En STATION-FV~. ~JSH PAGF'

SUMMjRY CF SI-ULATION fRO~ QOO.OO TO 990.00 ~ECONDS

CTUNhElI IIIFST PORTAL TO Iln(l FT - ROI1TF" FROM NODE T~ NOOE 3

lENGU" lon.o FT
AREA 11)n.I) 51) F'T r.4 A X M II 'I r.4 N M U loA " V E I! AGE
<;l'STF""
0AIIT trIO~ING VAlUI: TI"'I; VALUE TIME "VAluF
POc:IlIIIF NEGATIVE

AlP Flaw IIATF CF'" ] - (3421)<1. <129.0 108104. (1(1'5.0 2111611. (I.

AlP "elOeJTY Fe,," 1 - 2114. 1?"9.(, 3"0. ClOo:;.O 12f>. II.

AIR FLOW DIR~CTIOH PFRCENT 1 - 100.0 -.0

DRy-~uL~ TF"PFRATURF C DF(; F 1 - ,- 93.2 92Q.r "'9.5 Cl14.11 1'9.1'1 .0

HUMIClTY RATIO I Le/lS ) 1 - t - .n2o? 90o.n .0702 ClOO.1I .0202

AVEPAr,ESENSIBLE HEAT r,AINS WITHIN THE SEr.MENT

... ----_.- ---_._.- ------.
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...
"'EAT SINK -107417.5 8TU,I-R
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SUI4W.PY CJ" ST"'UlATlON FROM QlIO.OO TO 990.01) C;I'CO~JOC;

CTI!N;.tl) I'~n '0 1200 FT - ROUTE I FPO", NOnE TO NonE 3

LENG'" 100.0 F"T

:>"iCl.O <;0 FT M fI, x M 1I M M N I ... U N • V ERA G E
Alit!':'
SYSTJ"" ------------------- --------------
P"Rrl,JONtNG VAlU" TIMF' VAlUE ,'HE VALUI'
-------.- ------- ..... ------NEGATIVE
POSH Iv,"
-------- --------
UP FLOw DiT!': CFLt ,- 2 6]4;>~Q. Q?<l." 1 fill 104. Qot;.O 211760. o.

AlP "~lOCtrY ,- 2 ,?C;17. Q;>Q." 432. QOS.O en. 110

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AlP flail Oi~ECT'ON PEACE"T ,- ? HO.O .-.0

ORY-~~lB TEMPEP"TURF' OFG F ,- ? - '14.] q11).~ A8.9 "16.0 eq."i .0

HUMIl;lT'( PaTIO lP-/lB 1 - :> - .O?O;> Qoe.1! .0202 ClOO.O .0202

AVER.lr.F' S£NSt~LE HEAT GAiNS WITHIN THE SEr,ME~r

... ------- -------- -....... ---.

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w . 700.0 Bru'''R
.,.... SrEAOV-<;rArE HEAT SOLACES
"EAT Sl .. K -;~qO]4.4 BTU'''R

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:1 SUMMAPY CF 5IMUlATICJN FROM Clon.oo TO 'lClO.OO <;ErONOe;

CTUN~Ell PliO TO IMO FT - R"IITF 1 FROM NODE TO NODE 3

LENGT" 4('10.0 FT
AREA .. <,0;.0 SI) FT .. ... X M I' M M N M U AI ~ EllA G F
S'I'STF" ------------------- "
------------.-.-.-- ..... _------------
PARTITIONING VALUE Tro.,F VAluE TIME VALUl'
..
---.... _------ --------- --------- --.---- pOS! lIVF NEGATIVE
------.- --------
Alp FLOW AnF CF" 1 - :) 45342nQ. 9?9.'l HIP. i (14. 900;.0 <1177"0. n.
All' vELOCITY 1''''' I - 3 2"1<;1. 9;>Q.n 4~n. <lOS.O ·"flR. 0·
A\R flOw nlAFCTTON P"ACEIliT 1 - :) ICO.n -.n
OqY-e~LB TF~pER\TURF Ol'G F 1 - :) 1 '14.4 Q':1?.n "".l Q?3.0 e9.2 .Il
I - :) -- 2 Cl4.1 CI:)<;.II 117.4 Cl2C;.0 e9.0 .0
HUMtClr" C'AlIO LAILIl 3 - .020? Qon.n .M'32 Q~(I.O .11202
1
I -- 3 - .1 .<!20? '100.0 .07 2 <I 1\.0 .n2112

w AVFPAGE SE~STBLE HEAT GAINS ~JTHIN T~E SEGMENT

..
w 2818411.4 B,U/~R
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"EAT SINK -410432.Q BTU,,.R

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Ii;;

SUMMARY CF ~T~ULATION ~RO" onn.no Tn 090.(ln sECONoe;

ITUN"FU PORTAL TO JAno ~T - ROUTF 7 FROM NODE i' TO NOOE 4

LENG''" ,,00.11 ~T
M A X M lJ M M _ V ERA G F
IPEI '2".1'1 so F"T
SYC;TC:" ---------_ ... _------- " N .. U
'------------------- ------.--------
PARTITIONING yALut T1Mf VALu F T1"[ VILUE
-----.------ --------- ------- --------- ------- -------"IEGaTlvE
POSIlIVF
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Al~ FLOW OATI': ( CF'" ? - .. -73}151". q"q.~ -641513. qo;fI.O II. -381MA.

aIR vtLOCJTv I ~~'" ?- . -1117~ • 979.1) -;>e7A. 9!::II.O ')0 -i"9~.

AIR ~lOW nlQEcTtO" I P~Rr.ENT ;> - .. .0 100.0

4 _ QI,3 .. :"l 054.!) 1:16.8
DRy-e~l8 TFMP~RaTURF I DFG F I I Q7.~ fl4.4 .0
? - 4 _ 86.1
i' - 4 _ ? q? .0; 9f,I.r 84.? 95100 .0
;> - 3 92.1 95~.~ 114.1 'lit';.!) .n 86.1

Hu~l~lTy RaTIO ( LP/LS I

4 _ 1 .Cllp'l 9R).n .11)11 957.0 .01112
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;> - 4 - ? .111911 976.0 .017f! 9411.0 .01111
? - .. - J .0\ 9 1 '17 0.0 '01 74 94 1'0 .1)1 "'1
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5TEAOV-STATE H~AT SO~~cE5 6'~flO.0 8TU/~R

"'EAT SINO( -~SI~OO.1 8TU/"'R

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411q174 C;FC; SfS USEII.S ItANIJAL SAMPLf PRQflLF'" 1114 - AP:~r.O"lDITIO~IED STATIO"l-€VI'. PUSH PAGE

SUMMARY CF STMUL~TION FPOM Qoo.no TC 990.0n C;ECONOS

f VENIILATION SHAFT) VE~T C;HftFT AT l~n~ FT - ROUTF FRO~ NODE 3)0 NonE r,o
I·
LE"'Glto 1l~.0 I'T
,. A X M N M U M _ v E II A G F
ARE' 2M.1I <;0 FT '" " ,.
!iYS',," ------------------- ---------------
PARTITIONING VAlUI' TIMF VALUE TTMI!: VALUE
--------- --.---- P!lSITIVI'
------- NEGanVE
------.- --------
UP flOW PaTE CF" 3 -1111 314199. Q2q.n -1533~9. cH".~ 2]7311. .60(,74.

a'lI ~!'.LOCll v ...... 3 - '01 1"71 • "1;>9.(\ -7 .. 7. 91"1.0 109. -303.

alp flO~ OIPEr-lTON p"IOCElo/T 3 ·'03 ·01 e.... 71. 4

pEII(~",TAGF. 01' TTul' nlll"lOlo VELorTT'

[ACEEO!i 10110.0 I'PV J -103 6."
ORy-tULB 'E"PEQ~TUIIF.' OFfG F 3 -101 - <)(1.0 <JOO.o a7.to q2o:;.0 ee.o 90.~

HUMt[lTV PATIO lP'lR 3 -101 - .II?!'? "100.0 .0202 "130.0 .oa02

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c;u..... PY C~ c;r"ULUION FRO'" qo~.OO TO qqO.OO C;ECONOo;

« vENtiLATION SHAFT I vENT SHaFT AT I~OO FT - R~~f 2 fRO .. NonE 4 TO NOOE ~I

l£NG'to ,,'.1 FT
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'" U M
~"STJ!"'"
PARTITIONING VALUE lIMF VALUE TTME VALUF
POSlltv£
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AIR FLOW QATE (FlO 4 -HI" 'lC;101. QSO.C -?50??O. . q5~.0 6:!So; • -61jf>Q0.

AIR vELOCITY FClIO .. -1114 47ft. 'ISo." ~1~51. q~I\.1I 37. -4211.

AIR FLow nIIIEClTON P"lirENT 4 -J"" J 7." 82.4

pEQC~~T'GE of Tt~F OUTFLO_ YELortTY
E.{EED~ 1000 •• FPM 4 -104 ;;.6

OAy~Ul8 TEMPERA TURF OEr: F 4 -104 - ';:0.0 qoo.n 83.2 930;.0 e4.1 90.0
HUMIC lTv RATIO LP/lB 4 -1414 - _0201' '100.0 .0168 CJ3Cj.0 .or07
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Iii
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<;UM""IIR'Ir CJ- <;lIotIIlHION FROM '100.00 TO 990.0n 5ECONOS
I';
,~,~ TO 2200 fTcSTAoT OF' STA) -RTF' 1 FROM NODE 1 TO NOOE 5 ,.'
I TUNl'f_lI t',
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A~£t ~~~.n SQ "T M ,. M U N U A V E II AGE
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"ARTlTrO~Ir~G VALuF TIMf VALUE TIME VAlUF
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POSf1IVF NEGATIVE
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~ II" flO", DATE ( el'l' C; - <; 471j,,71i. 91<;.0 10167". 98?0 .,"itt'9". n.
61R ~tlOC1TY ( F~" '5 - .. ;>111. </-;<;.11 40;". 9R~.0 1141. O.

6!~ flO~ OlRfCTtON PFa(E~T 0; - .. ICO.II -.0

DRy-~l,.l8 TEMPER'\TlJA£ (01'1: F' Ii _ 93.7 91A.n 117.4 929.0 (19.0 .0

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c:; - 3 .n~n? 'lC;n.n .020l 'lOO.O .0202
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o;fS US£<J15 "ANlJll SIMPLf "'QOPif" _4 - ATQCONOrTIO .... €O STATION-EVr. RUSH PAGE
tt
"..n• 10,,9/710 C;FS

SIJIOIMIPY CF S,IOIULUION !'"QO'" <1110.00 TO qO."" SECONDS

I~O~ T~ 2200 Fll5TIPT Of $T~)- RlF ~ fROM NODE 10 TO NOOE 0;

'TUN"EU

LENGlt< .. II".I! fT
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......, p ~ R CION TAr, E o F TIM E T t M P E II A T II R E I S " e 0 V E
70.0 7<;.0 RO.O 5.0 90.0 9C;.0
------ .. - -----.'--- ---.---- ...
---11 ---- -------- --------
9 - Q
o -_ 1 10n.O 100.0 4;>.9 .0 .0 .0
9 - 2 110.0 10n.o 34.1 .0 .0 .0
9 - Q - 3 1(10.0 1(1).0 30. 11 .n .0 .11
9 - Q - 4 1('10.0 100.0 30.6 .0 .0 .0

IVE~AGf SFNSI8LE ~fAT GAINS ~rT~JN THE SEGMfNT

'"EAT pnEASe: I'"PI)"- TRa}"s. UNSTFo\OY HEAT SOURCES 340~b~2.1 ATU/,"II

!>T"~O..,-STIITE ..FlIT SO"IICES ~7C;9q6.0 RTU/~R

ENYtQON~E~Tal CONTROL SYSTEM -3C;41?33.q RTU/~P

'"EIIT <;}NI( -?1931.ft RTU/~R

uNQ~PPLA1FO~~ F1~IUST SYSTFM -.0 BTU"~P

'-"
1 4/191110 c;p; S€S USFo,S --IIIIIJAL Sftl4PLF PROPLf'" 114 - AIRr.ONOlTIO~IEO STATIOJil-EVE. RIiSH PjlGE

C;\JMMAAY CF" 51"ULHlnN PIG" 000.(10 TO 9<l0.01\ C;ECOND'5

, STAlliw AY C;TR"ET LEVEL STAll1WAy TO ME7ZAIII1IIIF FROM NOOE 7 TO NODE 5?

Lf'-Gl'" 'r.1I "T

APE A 9,\.1; c;n F"T M ~ X M 1/ M M N I M II M A\lEI1AGF"
C:YC;TF"" ---.---.----------- ---------------
PAPTITTONING vALuE TJ"'''' VALuE rIMJ; V.. LUI'
.------.- ------- -----.-
POo;llIYE NEGATIVE
-------- --------
AlP How OATF" C"" 11,91'5;>. 970.11 -133467. "91(,.0 3C2n. -40(3).
'" -111'
AII1 v~LI)CnY Fe: .. Ie -110 17fiO. 'HO.1l -1383. 9}6.0 ;:! 13. -4)S.

AlP fLOw nlPfCTrON PI'RCE"'T In -IH' ':!6. 3 6 3 .7

pEpC!;'" Tl'G" OF" TI .. " ntJT"t 0. IIELoelTY

E~C~EOc; 10~o.n "p" 10 -lIn 12.1

OAY-~~L8 TEMPEAATUI1~ OfG F 1(1 -lJO - C)II.(I <;Joo.n 1l1l.3 q40.0 1'1.2 90.0

HU",IClTy PITtO Lp/la 111 -1111 - .020? <l(lC." .11140 0;140.0 .of"l
......
.......
N
 ~',I

I
4/,'U 1 4 "Fe; S~S \J~EI"S ~ANI!41_ SA'"'PlF PQOAlE'~ ~4 - AT~r.ONl)tTtO.JEO STATIO~-F.V"-. RUSH PAGE

5l1MIoI8pV OF ~f"lIt H!ON F~OM <100.;' TO 990.00 c;ErONOS

(ST&110 .... ST~~£T ~xlT TU f6~T ENO OF ME7ZAllltNE FRO~ NonE 7 TO NonE 8
If"NG1''' 'II" • ., I'"T
AREA 4<;0.0 <;0 "-T M x M \J .. M III I .. U M /I II E R /I G E
C;YC;TI'"" --.------------
PARnTIONJIIIG VALUF TIME ------------.--~---
v"Lul': TIME VALuF
.-------- --.---- -------
POSITlvF NEGATIVE
------.- ---~ ~---

AtP flow cATE CF" 11 - )n 13)211. (q",.n -14?151l. ·Q69.0 ;aEi'54. -211';>4".
All' wt.LOCtTv 11 - 1" ?<I? 91 .... 0 -317. Q"9.0 5A. -4Q.
"" .
AIR flOw OJpfCfTOIII PFRC(NT 11 - 10 !:O.Cj 4Q.5

Opy-I:l:UI TI:: .. PFP~ TIIRF C'-I: ;- 11 - II, - ) Al.;> 'l?l.n 79.7 9~O.0 I! 1.1, Al.2
11 - II) - PO.7 'l41.0 7R.9 <174.0 19.9 110.0
Hul4ltlTy luno ( lallA I 11 - 10 -
"
1 .01<;9 <1;>1.0 .01:\7 ClOlt.O .0145
11 - 11) - ."14:1 q;>;>.n .1)137 474.0 .0140
"
... P f R C E N TAR E o F T 1 ME T F M PER " T U R L C; A R I) v'
w

70.0 75.!) 80.0 85.0 9~ 0 9".11

w
.., _.-.---- -------- ... --.---- -------. -----"'.- --------
w
11 - 10 - 1 100.0 Intl.o ~~.5 .0 .n .n
1]-tl'!- 2 100.0 100.0 '56.0 .0 .n .0

IIViPAC,1' !"~"'St~lE 11E:AT 6AINS WITMIIII TfoIE SEGMENT

"£AT PIOLJ:"<:E 1'00" TDbli\<;. UIIIST~AOY HEAT SOORCES 1(1.4 AT'~/t-R

sn:jlOy-STATI' ,,"-AT S0I.IiCES '1Q99A.a RTu/t-1I

ENVIDON"'''NTAl CONTDOl SYSTIO~ -?4.011.0 RTU/t-R

"'En <:1"11( ·C/7?4.7 BTU/!-R
LhOEPPlATF(lR" fX"'AIIST SYSTF" -.0 P.TU/I-R
 '1'"'1' ml'~'m~~.]·
"! .,,~ ,. T':' "''JI''Iil:"'ilII'''T''rI'''T'i~''''
JIll:: II ;k#i4j[1izt44WJi4WZ M "";;;; w-1!'III"""-'''''''''''!"I''"I''<I!'f''''l"!fI'~'!'''''"'
.' .. ,,"Ili~I'

4/1911" t;f'i SFS USF:o'S .. ANIIU S~",PLI" pOOfllr .. //4 - AHicON')TTIONEI) STIITION-FVF. RUSH p,r.E

SUM.. a~Y CF t;Y"IIL"TION FRO.. o(1n.o(\ Tn 9<;0.0(1 SECO~lDs

CSTlllIOfll) FAST STAIPWAy TO EIIIO OF STATTON FROM NODE ~ TO NODE "

LENG,t< 11\0.0 F'T

IIREA 11)0.0 51) F'T '" A • '" II Ie
AvEAAGO::
5 .. 5T'" " N I '" U M
'------------------- ---------------
P~PIITll)"ING VALUE T r"'~ VALliI': TIME VALuE
. --.----- ...
poc;I1IVF
-----NEGATIvE
--.----- -.------
AlP FLOw OATE I C~ .. 31.1""!:>3. "17.'1 -44;>1\?5. 97;>.0 6119f•• _97(15n.
I? - 11

AIR "~LOCHY Fe: .. 11 4)1'>. 9\7.0 -1\);:>. 97?O 97. -13<;.

AIR FLO~ 01RFCTTON PFIiCEfliT Ii' - 11 "8. 4 51,6

ORy-t!lJUI TF,.pF:paTUPI'" OFt: F 1:>-11- kA.1 "I;>.~ 71.<, 964.0 eO.7 77.1

tiU14rCITY RATIO I U"lI~ ) Ii' - 11 - .~1C;5 q I? n .0111 964.0 .,,133

P I" ACE N TAG F o F T ~ Ie PER a T U R E I S A A 0 V F

'" E
....
w 70.n 7<:;.0 '10.11 po;./l 90.0 90;·1)
-------- --------
w 74.7 36.3 13.? .0 .0
.... 17 - 11 - I"o.n
•
AvEpar.E SEfIIsr8LE HEAT GAINS WITHIN THE SEG"IrfliT

'"rAT ""'lI'ASF FOO" TPH'-S. IINSTFAOY ti"'a T SOllRCEe; 70~~1;.O ~TU/~p

~TEaI)Y-STATI:: HF6T SOH<CES 6Q Q QQ.O ATIJ/"P

~NVIAON"FNTAl CONTPOl 5YST"", -lP~19Q9.~ ATU/~P

'"EAT <;INI< ··1~973.1 RTu/~R

l;NOEAPUTF'OIP", ntiAUSl SYST~'" -.0 RTU/~R

, .1.
 '1",""1" ,,~ '1 ' ' r': ' 'i~'I··,.r' ir~'~lFlj:n"l ~'P"f' 'VlI~I!III':~l'l "ipm"T'f1"~"":m'roT't~"f1l'1'11l~ii'.'!"!~mll!l'~"' 1'1111,11':l1li' 1!lIt'r~''lI!'j''''''''II''''IfIIl'P~
$::';li!i4Ji i ,;:121 44; lllliI MAIM i,A"'_""~'·""'_""·'·'''""'''
IIIII~ 'a'; 2 .... ,
'\ .,

4/19 11 4 C:F"C; <;E"i USFPtS "'ANUIL SA"'PL~ P~OAlP' 1'4 - AIRCONDITlO'JEO C;TjlTIOIlo • .,VF. PUSH PAM"

C;U~~~PY OF C;l"'UL~TION F<lOM QO~.OO TO Q90.0~ C;fCONOC;

(TUNI\ELI ST4TION ENO TO fXHAI~T FAN AT 3JOn F , FRO~ Noni <I TO NODE 10

LENG1'" 0;,,".0 ~T
AAEA 101111.0 SIl ~T M A , M I) M M N I .. U M A V E II AGE
o;YSTF .. ----------------.-- .--.--------.------ ------_ .. __ .----
P/IRTITII)"ING VAluF TT"'" VALur TTM" VALUE
----_.--..--- --------- . -------- .------ ------ .
POSITIVE NEGATIVE
-------- --------
All? flOIl I?~TI; { r .... I1-P 3(,4Qf,3. ClI7./) -44;:>1'o:>!;. <17;:>.0 6118(,. .Cl10<;0.

"I~ vl:LOCTTY , Fell 13- p 1f,? 911.1' -1107. Cl7:>.0 1!'i "~. -24'.

All? Flow orll~r.T'O~ (P"~~E~T p 51.f,

" - ""."
ORy-tl.LB Tf .. pERATURE (OF'; F ) 13- 12- CI<;.Q ClI1.1' ":'1.9 Clo;:'I.O 1'9." !!1'I.5
J3 - 12 _ •
Z CI"'.3 9.1,.0 9 0.4 Cl5~.o <;3.0; CI?4
13 - 1<' - 3 <J<;.<; 91'1.0 9;>." <110.0 '<;4.5 93.6
HuNltlTv Q~TTO ( lP/lP 13- 1::> - .01"" .0.",. CI'53.1) .01"1
13- I;:> - Z• ."1<11 ".'."
<114." .OIf,9 Q5:hO .OI7IJ
13 - .z - 3 ·"lClQ QI""(1 .01 11 <; 953_0 -OIQ?
...
w

AvEQ4r,F SFN~r~Lf HEAT r,41~S WIT~r~ T~f ~Er,~ENT

w
...
II'

'"EAT P::I"EA~f FQO~ TQH~C;. \lN~TEjlOY HEAT SOURCES 977q~4.6 PTU/~R

STE.~y-~TA1E H~AT ~OI"ACES 511100.0 ~TU/~R

"'EAT SINI( -401041'6 RTU/~R

, 'I
~11~!~1~~!:'1"1111""'1

51'S 5~5 USED'S wANtlll SftMPlF PPOBlfu ~4 - ~'Pr.ONO'TIONEO ST.TION-EVF. PUSH PAt;f:
"/19 11 "

slr"~pV OF SJlolIIUTION rROM qol'l.OO TO g'1o.OIl SECONDS

( VENIILATION SMA"T I "'6N SM."l /l. T 1300 rT - E)(MAIIS T I'onE FPOM NODE 10 TO NODE 53

LENGlto 4".1 FT
='0;1'1.1'1 SQ FT ,. A l( ., M II .. M N M U M , V E R 6 G I'
AREA
SYS'"'' ------------------- ---------------
PAPTITIONING valUI' TIMF Vl\lllE TTME VAluF"
--------- Poe; IT I VF NFG6TlvE
-------- --------
AlP flO~ PatE (flO 1" -114 164A"~, '1"~.n II4!'Q!!. 916.0 14~t4q. n.
AIR vtlOCfTv FJ>" 14 -11" ~44. ~t.A.n 44q. 916.1'1 !;6J. fl.

AIR FlO~ nIDECTION , PfI·rE",T 14 -114 ICO.O -.0

pERCtl\ TAGF OF Th.", (;IJTFLOlr vrlorlTY -

ExCfEtlS 101'1'1.0 FPM '" -114 94.5

DRy-lOutS Tr"PEPa TI)PE DEr, f' I '1<;.5 glQ.n 9(1.9 917.0 -Cj2.9 .n
14 -It" -
Hu .. lI:lTv DATtO f L!'/LIl lit -114 - .021'12 '111l.!! .11l,,~ q43.n .019'1
...
w

I~
 ,,~'"

4/!'1174 C;F'i Sf'S USf:0 Ie; "AI>jIJAl <;4,"PLF PROBLP' .,4 - A;~"ONOIT (ONEf) STATlO",·I=:VF. RUSH PAGf'"

SU,"MARY CF SlMUl~TION FRO~ Qno.~o TO Q90.0n C;ECONOS

tTUNllE1. 1 EXHAUST F A~J TO 37"(1 F"T FROM NonE In TO NOOE II

lfNGTI' .. "n.n I'"T

400.0 'iQ FT I" x M IJ /~ N .. U M AvERAGE
"R£.I
<;,<;TF", '------------------- ---.------_ .... --
TlME VAluF"
PARTITIO",}NG VAlUF T II"F
" VALIJE
-----,---- .-.---- ------
POSlllvE NF.GjlftVe:
-------- --------
AIR FLOIj RATf' CF'" IS - 11 1?;>f12. '111.~ -'5~3910. '11(1.0 }'2267. -19Psn.

I.lR "tlOCtTY FC" IS - 11 4'ifl. Q17.11 -1460. Cl10.0 31. -41'1.

AIR FLO~ ~tQECTtON PFJ<CENT IS - t.l 11." ~9.0

OR:-~~LB TEwPERATURF DEf' F l'i-l1- 94./l (17';.0 90.9 Qll.0 '<;2.'5 9;>.5
,'i - tJ - ;:> 91.:> 1l71.n 90.1 '113.0 '<;1.0 'H.4

Hu14IL lTy eA TIO I Lf'/l8 ) Ie:; - 11 - 1 .~:>o? 'll"'') .0'01 Q?3.0 .0201
,'3 - 11 - .0;>0' 'II:>./) .0202 970.0 .02!O2
"
AVERAGE SEN<;y8LE HEAT GAINS ~ITHIN THE SEGMENT
......
------- -------- ---. ------.
w E::!11!7?'5 ATUII-R
I'EAT PF"Lf'Il<;E Feo" TIl~I"S. Ul\iSTf'"AOl HEAT SOIlRCES
......
~TEo!IOl-STlITF HEAT so"II(£S 40"00.0 I'ITU/'''P
"'EAT SINO( -19Q16".4 BTU/~R
~:
I'
,

4/1911., C;Fe; SES USE')OS "ANUll S~"PlF PROHlf" 1t4 - AtPCONOtTIONEO SHTlON."VF. RUSH PAGE

C;UH~ftRV CF ~1~lIlATION fPO~ ~oo.oo TO 9'lO.OO e;EeONOC;

(TuNIIElI ~~r,~ FT TO EAST POPTAl AT 400n FT FRO~ NOOE 10 TO Non' Jl
.LIONGlt- '(10.11 FT
IRE' 7/10.0 e;o FT M A X M IJ ~ . III ~ U M A V £ Q AGE
5'1'sT"" ------------.-.---- ---------------
PARTITIONYNC, VAlUE TIM" VAluE VAlUI':
T'"''
-------.- .------ PO~n JVF
-------NEGATIVE
------.- -------
AIR FlOIj PA," :~..., Ie; - 1. 9 17.~ -5~3910. '170.11 1~~"1. -19171!0.
1877"?

AIR "tloCny n::" Ie; - ~. ""0. 9 J7.11 -R34. 'I7n.1I HI. - l l ••

aIR FlO~ OrpF.CTIO~ Pf "("FlIT ,e; - 14 11.1' ",9.0

ORv-t~lR TF"pf.QATlmf. orr: F ,e; - 14 - 1 91.1 '111. 11 89.8 916.n '«i0.0 'lO.6
l':; - I/o - 2 q I. 3 9"9.1'1 A9.", 91~.(I 1!9.1 90.3

Ho"'IClTy PATIO l!';lB I'" - I/o - 1 .~2n? 9"4.0 .O?O2 9111.0 .0lOl
,e; - I/o - ~ .1);>0;> 904.0 .O?(ll 9111.0 .0202

avEQ\r.F SENSIBLE HEAT "A INS ~ITHIN THE SEr,MENT

...w
------- ---_ . ..... --.. ---.--.
w 4~lq?l.l RTU/~P
...• '"EIoT PF.lFAS£ FOO" TP~lfo(S. IJ"ISTt:'aOV I-IFAT C;OIlRCES
~T"AOY-ST.TE I-IEAr SOt~rES 30600.0 BTU/~R

"EAT Stloll( -311~044.1 aTU/~A

'!

i;
i,
1ft",
 .'';'
1'1.
,~'
I:' .
i: '~~

SES HEAT SJ~K A~ALVSTS

ZONE Nt '''pr::p

S'~l~w ·~OQN'~~ pU~~ ~~UP "YE""'}"" QIIC;H li"Up ~OQNINr. "lUSH HOUQ fV"NINr. pllc:;11 HOUp MO~NINr. ~U~~HOUp e:VI':NING pllC;H HOUR
paQ" HOI< TIm WALL ~IJPP'ACE '£''0. -ALL SlPP"CE T~MP. AV~PAr.F all' TE~p. aVEAAr.~ All' TEMP. UMIOI V "ATIO HW4l0 lTv pA TT 0
!nEG F'l :CF:G 1', In[r. F) ID(G F, ILf:/LE I ILR/LI;,

I - 1 - 7fo.7 ~"".I: P~. ) 89.t' .11131''' .11;>1117

I - .. - 71.1' IIl.n FIn.? 89.<; .1I13~4 .1I;tnI7

J - 77.' /11.4 flO.4 89.1 .1)13f4 .',;t1l17

J -
I J - ;> 77.<1 Al ... HO.9 8".9 .1I13~" .1)71117
- 704." P!'.'9 Illi.4 .(ll?f~ .01AIIO
? - 4 - FI;t.'
~ ;> 71'.<; a7.;> e".7 86.4 .OI7!:E .017911
... ? - 4 -
4 - 1 7;a.;> a;>.1 1'01.4 A6.4 .OI?!:} .0179.',
... 2 -
~
.. C; c; - 7F1.~ ,,;>., Fll.1l AII.A .0131''' .0;toI7

C; - C; - ;> 7~.,! 1'4;>.7 f'1.f, 1'411.9 .n):>"4 • n;tn 17

C; - "1 79.7 "'.4 1';>.3 R9.;> • I) nf" .~;tn 17

5 -
t- - ~ - 71l.1' 1'1.0 fI".? A<;.C; .01?H' .017?0

;t 77./1 Q('I.q, fI~.(I a<;.6 .(ll;t;:~ .0I"lJO

6 - h -

6 - ... - , 77.<1 /ll.~ "~.2 af-.l .0 I'~ 0 .0176<;

3 -J03 - 1~.O Pi'.O 7"1.1 A8.9 .0) 3E4 .0?0)7

" -JO .. - 78.1 AI." 7"1.7 88.1 .Oll:!!! .O)Q70

I'i' ,[.
llit
 r

s~s HfAT <jlN~ ANALYSTS

ZONf NIIP~fP "l

c;Y~ H" MllQNYIIII; 1<11"" i'CUA fll!'NIII€ p\I<;:; Hnu~ ~ORNINr, ~USH Hnu~ EVFNING qUC;H HOUQ MORNING RU5~ HQUR EVENING gllC;H HOUR
PA~Tjllr,~'III:r, ;jAll SIIP::- .. rE 1[,,0. WALL S~o~ACE T""o. AllfoAGF AlP TEMP. AVERAGE AlP TEMP. HUMJOlTv "ATIO HUMIDITY PATIO
(llf'(; n (CF"G ~, (nEG F'I IilEG ., (Le/LI') (LR/LA,

10 -liO - 73.11 "'CO.n 11.8 8h.3 .tlli!S:! .01790

...
w

w
I
•
o I

• ''''''''1"''''
:.
 SfS ~EaT SIN~ aNALYSTS

70NE" N' ,.. qfP ~

SY~lf" MOPNINr.; PUc;~ ~()tlR F:V"NJ~E Pt;c;H "~UP .. nQNT~~ RUC;H H"UP E"vf"lTNG RU.:;H HOUR ~ORNING RU~~ HOUR F.:vENING p. ISH HOUR
PI.RT111f)~ '!oi', \lAll SUQI"ACE 1f"p. ~_Ll SlPF'~f TrHD. AVER~r,1" AIR TEMP. AVERAGE AlP T[MD. .. UMIOITY j;HIO HU1410 lTv PATIO
mEt; 1") ClJfr. '" (m,G 1'"1 IOEG f"I (UYl!! ) ILP,LA)

II - 12 - ",'1.1 "".1 pt..1 A9.11 .011 ':': .0)"'24

13 - 12 - , 1'3.<; 1'''.'' 9<'.9 • n )?4P .0)199

"''''.''
JJ - .2 - , "1.1 pc;.o "7.9 93.$1 .0131'': .01024

IS - n - "".7 ta3 ... ~ A.... ~ 9'.4 .Ol'('~ .0;001<;

Ie; - 13 - , 79.' $1:>.11 I'IJ.1 91.4 .013/:4 .0'011

... 15 - 110 - 77.1 7'1.:> AI.1 90.<; .013E4 .(1'017

w
, 1"'./0 7"." pn.Q 9'1.) .013E4 .0?nI7
15 - 110 -
... P<;.4 92.6 .Ol)4~ .0)9"''''
-... 14 -U" - e'.II. 1'4.'

.lJ
,Ii,dk
:I

10'19/7", nT"c;I'"5 SES UC;I"RIS """U"L C;AMPlI, PROAL"'" fl4 - ArR(ONOnrONfO ST4TlON-EVF. RUSH PAGE
J
I'"I\jVtoON~I'"NT~L CONTROL SV<;T""~ LOAD ESTTMATES

AVEPAGI'"D S"!:lSEC;MENT "E4T r.AINS(+) OR LOC;C;ESI-J. 8TU,"'R

TIi"" Df<;Ir.N PEPTOt' IS EVf'I/lNG RIISH HOllR

:lONE NII"'~EIl , 1"1"5'(;'11 '-ONOlTIO" 1"0.11 OfG fOllY 8llll'\ 70.0 nEG F WET RULR ----------------
------.---------
SV~lEIII TOTAL
PART ilION INr. TIlATNS STf.UY-<;T-.rE HIOAT SINI( ~rR F~OW ENVIRONMENTal CONTROL FNVIRONMENTaL CONTROL
R"nUtPEIIENT

<;ENS TRLF.: LAlE~T C;[NSTRLE LATE"!T SPISIIlLF C;PI~iRLE LATfNT SfNSIBLf LATENT SfI\STRlE UTENT TOTAL

1 - 7 - 1('0:;t(l1l ()QCJCjCJ ~"OO" -174"2 6077.'12 1774 1AJ -1115)6" _164?4"'7 .1-359977 -)760)1'11 -31201'58

8 - '! - ?
" 4QClCj1 10;'19" -;>9P _445 311"1 _4"1',,_ -61'51'17 -4M37 -731"0; -120100<'

:;t , "
I') 49ClCl .. ,,0;99A -J~C;9 )~Z911 5}7179 -193710 -470141'0 "'2?Cl~79 -551371 -7632'5t.

9 - ""4~64 n 6 f'Cl " .. 1c;999 ~131')31 fill 1 lI,n"0;2 -1'1011<;74 -16<;3<;1 ·«;n171q -19"<;<;1 -10118270
" - ..e --
;> AC;11"" !' 6"CJ .. 1t 1C;ClQ9 -13787 -9~!1;>'I _"'11::>1 -1'3901,0 ''''9 -87)791 ?3J?2 _79846'1
9 - .-
c; • 1 "'C;"\111 "'lClQCl ~o;Cj99 - 7'1;>f.ll -1''1 c;"t> -AV131 4:>146 -e34516 ..,0;c;0;7 -7611'1<;9
...w 9 - _11"""
9 • ., - 4 A4""'" II
" NHI<l .. ~O;"Q'I -13n27 1"1"15 95'117 -1017""'1 -9<;OAA -lC54035 -1319~t. -11'15'17)
w
lJ - III - c
"
(I .. QQQ .. 3"'000 -320;1 )'111"1 <;571!'4 -?06937 -'5'17 Cl I! -<'3'1Cj7f\ _'5Rllln4 -828037
N
•
7 c; 0 4 <I<lQ" '''ClQR -)"1.!1 -111""1'1 -11~72 -3"13<' -14?13 -?II?"., -18",,6 .41)118
II - ~o -
11'#-,,!U 0 ~'IqQq 1 ... ~OO -121(,0; 10'5P.OJ1 1)5"4",5 -1821998 -'3(\3443 -)E7.?lM' -)392"1'15 -3214641
12 - 11 - 1
------ ------- -----....- ------- ------- -----.- ------- --.---- ------- ------- -----.- -------
lONF TOTll/. ."J3,;t1 (I f>lSQP7 1<;'1'1'10 ·89673 1999 1f,9 4;>664<;6 -7)59 3 f1 ) -43012'99 -1.:!3 R9 06 -4626446 -11 9 ('53S2

u
 4~1';' 110 <;I=t; Sl=~· U,>1;015 "A~JII'L "A~PL. oQO~LF" III, - AIQrO~Dnln'!E() ST,lION-!!"". RUSH PAGI'

TIul': 9<1".1'" c;~rn'f}C; ;> 1paHJ (<;1 dill' OPFiJATTONlIl

AJA TO ~CTT 'JF MOTOA ",01l51:°0IlFA GIHO TE~PfgIllURF POwFo 1-101

T
TPAT ... "1 T tn!':a TTI)N SOF"C IICCELE"'ITICIII "AAr, COl=f. OF FF,noT CllooEIIIT TOUl ATP ACCEl. OfCEL. LOSS Rf JECTlON
NO. I' P IFI=FT) ( .. P~I 1.. 0- ,<:;FC) IlBS. A III !)IUr, (l8S,Ml)TI')I< 1 (liMPS) I)AAG COfG Fl WEt; fJ (~Tl"Sf"C-f"TI

71 "";>~.<:IQ ".~II; 2.79 :>:u. <;.5\ ?)qC;. 1,7. :>7('R. A. ?F. t .'5 7 4 7.1 <;.:0" 2.119
?2 ~ 77,.,7."Q 7.P -3.110 _A'I. -7.11 o. n. o. -:>. :>4:>.'5 767.<; ?"'9;> l.ea4
---------------------------------------.---_.--------------------------------.----------------------------------------.------------
SY<;TF" SE"ST6lF:: tiU"lOlTv lITE~T
AIR AlA IIP~
TPAIIII POSJTIOt.J
LENGTt- p.ATITTOIOIN!; "'FAT LOAI) HraT LnAD T""'PEAATUR[ Alit 10 FLOII VELOCITY ATE RTE 'HE RTE
1FT) (ATlJ/<;ECl (IIITU/S"'C) (nEG FI (LA/LRI (tF"'J (FP"" 1 2 :3 4

100.0 1 - tTt;"",OOl) ~EST POQTAL TO 1100 FT - A0UTr

J - 1- .2 .Q 119.17 .0;:01117 1 oc;l70'5. I 365.7

100·0 1 - ? (TII"'''I'll 1100 TO 1200 FT - ROIITF 1

t - ;>- .;:0 .0 ,,0."9 .02017 I097!1S.1 43e • .-

400·0 1 - ~ (TlI"",Fll 1200 TO 1hOO FT - ROJTF 1

1 - ~ - 1 ..) "9.etc. .02(1\7 10 9 70 5 .1 487.6

.....
I - J - ?
."
.4 S'lfI.93 ·0;>(1\7
II" t ·0
~
.. 60C .. O ;> - 4 InIN""l) aORTAL yo I~no FT - ~nuTF ;>

;> - .. - 1 A.9 .0 116.43 .01"'00 -427903.9 -1901.B

;> - ,,- (' 1>.9 A/'..41 .01 798
I'.q
·n
i' - It - ) ·0 flb."2 ·01 79 f'oo

Il1J· n 'I -I"" (V""~tlATIO~ s~aFT) \lENT SHAFT AT 1.,00 rT - ROtlTE

'I -1 .... - A8.95 • ,;:001 7 -1 4 443.) -72.;0

6301 .. -If'll. (VFl\i1lLITtQN s~aFTJ VENT <;HAFT I\T 1 hr(1 F'T - ROIITF' ;>

.. -F'" - Ilfl."'~ .0\970 -103056.9 -CjI5.~

6U·II 0; <; (TU"'I'.~LI 1600 TO ~;>OO FTI5TIRT nF STI) -RTE 1

c; ."5: .(1 flP.R.;> .();>017 124148.2 5'51. A

<;
c; -_ c:; -_ ?1
.<; .0 AA.9(' .1);>017
c: _ c: _ ,
.5 ·0 "'9.1 7 .0'01 7

6".0 ,. - h ITUN"FL: 1600 TO 2200 FT(5T.AT nF <;TAI- RTE ;>

7 • Ul';>() -32411147 •
1.1 ·0 .0\131)

I~
 fJ - ') 1.1 .0 ~6.11 .111765
'" -
lCO.O 1 - 1 IS14"O'" ~TART O~ STATION Tn wr~T STAIRWAY

7 - -1"'3. 8 -47~.q ~(I.OI1 .01''164 -21111698.11 -2 e"'.7 21

1 - 2"

II _
200·0 A (STATIO'" ~EST END OF Mf71ANINE TO STREET FJIT

.'1 -10.e; 110.00 .0}l,,4 -5 23 79.0 ~1l6.4

II - II -
II - ~ - ? -<;0.0 -14 -•• 1 00.00 .OI~64

401l·1l 'l - 'I 1ST A'T I eN' DLATFOR~ AREA AETWfEN 5TAIP~~VS

'I - Q - 1 3,4 -44.6 PO.O(l .011"'4 -149319.9 -?ll.'l 21 22

Q - Q - 2 ''l.r, 16.<; aO.O(l .01164 ;1 on
'l - Q - ') '5.7 ;>~.2 "0·00 .0111'>4 21 2"
q - 'I - 4 -1>4.<; -~6." 1>0,00 ,r1l364 21 ?2

20.0 10 -1l0 ISTllilO'UYI ~TREET LEVEL STAIRWAY TO ~EZZ~NINE

II' -lln - A6.33 .01790 -34362.8 -356.1

2\;0.0 I I - 1(1 IS TA T J(~,,' ~TPfET EXIT TO EAST ENn OF ~E77ANINf

11 - In - 1 -<;;>.11 -1"3.4 ~O.OC .0116 4 -111016.3 -40.0

11 - 10 - 2 6.0 4.7 A".OO .01:164
i'

U~·O 17-11 (STf,l1CNI ~AST STAIPWAY TO END 0F ~T~!rnN

1'-11- -2'lO.S -:171:>.11 "I).no .0116 4 -166336.0 -;>31." 21 2~

5110." J"1-J? (TIl"'~HI ~T4TJON END TO E~HAUST FAN AT 13~OFT

)1 - 12 - 1 4'1.9 .0 "9.00 .nl,,;o4 -1"63:J6.l\ -415.11 21

., - 12 - 2 4.8 .0 'l;>.Ile; .n 1799
, 4.A .0 <)3."1 .nlq~4
n - 12 -

41\.1 14 -114 (V~ .. tILATJON ~H.FTI ~AN ~HAFT AT JJon F1 - E~HAUST ~oOE

I" -114 - Q2.I'>1 .1119S4 145'543.1 568."

4(':1.0 (TIIM H J ~JHAUC;T FIN TO Jl()'l I'"T

1<; - l '

I~ - n 1 <;.'1 .0 Q?41 .O?!!15 -3!1Ai9.1 -779.7

1<; - !' - 2 5." .0 QI.31 .0:>(117

300·~ 1<; - 16 ITl," .. fU ~700 FT 10 raST PORTAL AT 40nO FT

In
1/1
".3 .0 <)r.• 53 .O?!!l7 -311"79.1 -4.5.5
1<;
Ie; -_ .4
14 _-
;;> ..-~

I:"

"

I
.
4/1'1114 'lfe: SrS USEDtS ~~NU~l S~MPlf PRORlEM M4 - ATRr,ONoYTIONEO ST.TION.F.V~, RUSH PARr

TIME 117". (In e:Frm>lf)<; 2 TQAIN(SI 6RE OPE'IHTION~l

R T aIR TPACTIVI' MOTOR HORSEIIIOWr:R GR[O TE"PF;o~~ .. RF POWED HF.AT

TP~IN T v lOr.ATJON SDf~C ~:CElEPA TIC"' nRAG COEI'. (11" E~FnRT CUR DENT TOTAL AlR ACeEl. i.:d~',. lOSS RfJECTION
1110. F P (FF~T1 {MP>-, ("P"/C::fCI Il>1S1 AYR f)QA(' IlPS/"'f)TI'lRI C a"'PSI DRaG IOFG 1"1 ,OEb n ,"TII/'!EC-FT 1

2'; "";>f,.q9 D.1' 2.79 :>:l3. <;.<;1 ?3q'i. Jn1. ?7lll. P. ?"1.4 14?1 5.131'1 2.11 "
26 2 ?7"',.<:9 7.1;> -3oM\ -/lil. -7.J3 1'. O· O. -::t. ;>4?5 '''7.'5 l.~";> 1.l'l'S
--------------------------------------------------------------------------------------------------------------------------------
Sfl.SJlllE llT"NT ATR l-Iut.oYOlTv AIR AIR TRAIN POSITION
...
5"<;T""
LENGTt- DaRTT TJONH'G f'EAT LOaf} 1-If!IT tnAD TE,,"PFPHURE R.HIO FLOW VELOCJTV RTE RTE RTE RTE
(FT) (ATU/C;Ee) (IiITU/Sl'CI (IlE6 F) (L~/L") (CFMI (FpM) 1 l 3 4

100·0 1 - 'TlJI'oH'U wE"iT PORHl TO 11 on I'T - ROUTE

I - I - .i' .1'1 11'1.41 .n;>017 ]0'1,.".... 6 3,,<;.7

1110.0 I ;> (TU"""ll 1100 TO 1;>"0 .T - ROIlT. I

-
I - ;? - .2 .0 "8.'1" .o~nJ1 10Q696." 43!!.1I

400·11 I - .. (T"N~"LJ 1200 TO If-DO .T - Rro"TI': 1

...... I - I ./0 ." "".lft .(12017 109,,96·6 4111.0;
I - ~ ./0 .(1 117.73 .0~017
.... --
...•
.... 600.0 i' - 10 ,Tl.NII.HI DORTAL TO 1601'1 I'T - ROUT. ;>

~ - .r ~• • r-1 .1l1 Rf,3 -4l1'HS.4 -.qO).A'

i' - :- e."
".9 .1'1 ~6.12 .r.1R3~

i' - ) 1'.9 .11 "5.54 .'1119S

....4 ---
UII.a 1 -101 (V~Nl[lATI0N 'i~AFTI "ENT 5HIIFT AT 1 MO FT - ROUTE
, -11)1 - QO.O() .(1;>(11 1 -144<;3.6 -7<'.1

(.).1 .. -)1'1" ,V"N.llATJDN S~aFll "ENT SHAI'T aT 1 "'1'10 I'T - RnllTE ?

" -1010 Q(I.('IO .0;>1)17 -1(110"8.3 -515.1

1'I01l.0 <: - c; ,TUI'oIl.Fll 160(1 TO 22~~ I'T,'iTIIRT 01' <;T41 -RTE 1

c; _
c:: _ 1 .r:; .0 A7.1ft .(\;>011 121015n.l <;51.R
" - 0: _
;> .<; .0 A7.Fl7 .0;>nI 7
Ii - <; - ) .5 .0 1111.11 .O;>('IP
I

(:itl'.O f, - iii ,T"I'ot.EL 1 1~1I0 TO l;>O(l I'T,START 0' STAI- RTE ?

Ii ... 1 7 .~ .0 "3.50 .t))ft68 -3?4R47.~ _1443.'1
iii - ... 2 7.1 .0 ~?1'4 .010;'12
L --
I ~""

..,
J' ,. - f, - "1 1.1 .0 111.37 .1)1<;17

100.0 1 - 7 ,STU leN) c;TART O~ STaT InN TO ~~c;T STAIpw~Y

7 _ 77.1<; -,-,86.7 25 26
1 - -161.~ -4711.Q .4\1'1'>7. -1110"97.0

201).0 R - II ,STAltCN) ~E5T END OF ~EZzaNINF TO STREET EXrT

R _ .1)14')5
R - I .<;1 -10.5 "0.12 -5"3f18.9 -1I6.4
!'I - II - ? -<;11.0 -143.1 ~'1.1<l .011'13

400.0 q - q ,STIllICI.j) 0LAT~OR~ APrA AFTW~f~ STAT~WAVS

Q - Q - l .. q.1 -44." 7<l.1l9 .0 ]1SJl -14~3nA.l -?ll.q 2<; ?fJ

q - q - ? lQl.J lb.C; 7<l.IHl .on4H 75 16
q - q - :1 1$17.7 'P.? 7P."1 .~11;> .. 2'i 1"
q - q 4 PI'.R -'6.f- 7R.41 .011(14 25 76

20.0 l'J -! 10 'ST,l.rl:lo"V, STRfET LEVEL STAIRWAY TO MF7ZANINE

10 -110 - '1(1.0'1 .07.1)}7 -34:175.7 -3 56 .::'

I
200.0 II - In ISUlTON' sTRFfT ~X[T TO F4ST FNn OF ME77~NrNE
!~
t.J
I 11 - 1" - ) -c;? ." -)<;3. 4 79.32 .OP42 -I P OI3.<' -40.0
11 - I" - ;> 4.7 7R.R4 .01341'
"."
..•'" 100.0 It' - II (STIlTON) FAST STAIRWAY TO END OF STaTION

-100.6 -:n6.8 AII.~4 .n1114 -11'0&321.3 -;>37.6 2'i 26

I" - II -

5110.0 I Tl''''''FU STAHON EN!) 70 FXHAIIC;T ~AN AT 33(10~T

I' - J;>

., - I;> - 1 61.Cj .0 c2.?6 .(111\67 -lfofo'21.3 -415.A 25

J1 - I;> - 2 ... 11 .0 '14.011 .nl"4'1
J1 - 1<' - 1 4.11 .0 Q3.413 .nl<l62

46.1 14 -II" (YEN1IlA,in~ S~A~f) FAN SIolAFT AT 3:1(11' FT - EXt-lAUC;T ~ODf

<l1."1'> .O?O I I'> 14Cj543.~ <;e-8.Cj

\4 -11" -

400·0 IS - l"' ITUIoj~fU ~.IolAII5T ~AN TO 310" ~T

1<; - l~ - 1 S.<l .1) 'II."" .02(116 -311864.5 -779.7

1" - n - ? 5.'1 .0 "10."4 .01'111 7

300.0 15 - 14 (T"NH:ll 1700 FT TO FAST POPTAL AT 40no FT

l'i - 14 - I 4.J .~ qn.17 .02017 -3111164 .'5 -445.5

15_-_ll - ~ 4.J .0 A<l.84 .02017
 '1 I , ~ ,'i 'I' ~' 1f<l1~I',''''!I ~L' ".. ··~r

pmiW'ps;; i:141 ; 5 =4i4';e; 1111+:: flI!''',....""..·~ ""''''''I''''''''''''''''I'I'''''''~ ,'.

r 4/19/74 "Fe; s~o; US"PtS "ANUll j.4"'PlF P!>OAlFM _4 - ~T'KO"JnTTJOMfO <iTATION-"V". PUSH PAGE
!
, TIl'll: 12"'(1.0" <;FrO"Oe; ;> TP~J~f51 AJ)F OPF~~T!ONAl

!> T AIq TPAf':TTV F MOTOR HORSfPOw"R bRiO TE~PFPATUPE POwFP "'''AT

TPAIN T Y lOr.ATtON 5PF~n arcElEpaTICN DPAG COFF. OF EFFt)PT CU~PENT TOTAL AIR ACCEl. nECEl. lOSe; REJECTION
NO. E P (~"fTI {MP~t (MP~J<;I:() 'lRS' AlP DRAr, (lfl~/MOTOPI lAMPS) OPaG (OFG F"l (DEG 1'1 IRTUJ5EC-FTI
27 1 1 2""".1111 lJ."C <,.79 ;>~Jo <;.<;1 23<;<;. J1\7. 772". ~. ""1.4 742.1 5.331' 2.119
28 7.1<' -3.tHI -8t1. -7.3:1 O. O. O. -? ;>47.5 ""7.0; 2.119;> 1.88'5
" 1 2""'7. c "
-----------------------------------.------------------------------------------------------------------------ -------~---------------
SY<iTF" sENsr8lE LATI:NT tlIR HUM ({)J TY AIR AlP TQIIlN POSITION
LENGTt- P.IITlTtONI",r; .. fAT LOAO HEAT lOAD TE'"'PEQA TURF RATtO !"lOW VELOCITY RTE RTE RTE RTE
(F'll IflTU I<;ECI IPTU/S~CI mEr. Ft (~R/lHI (Cnol) (FPMI 1 2 3 4

100·0 J - (TUt.~ ~ll ~EST PORTAL TO IJOn FT - ROUTE

I - 1- .2 .0 11<1.47 .0701" ]()Q696·8 1f,5'1

100· n 1 - :- (TUN' "l) 1101) TO 1200 FT - RoIJT~ I

I - 2- .2 .11 /'IR.III'! ./)2017 109f>Q6.A 438.A

400.n 1 - '1 (TUt.~EU 1200 TO I~I)O FT - ROUTF I

1 - 3 - 1 .4 119.1" .07017 1096Q6.1! 481.'5

I - '1 - ;> .4 .0
." R1.7~ .07017
...
w
600.0 ;> - • ITUNHll PORTAL TO 11>1'10 FT - ROUTF ~
w
•... 7 - • - 1 ~.9 .0 111>.(,<; .01116<' -4?7919.7 -1901.9
7 - 4 - 2 II.Q .n 11".0'1 .Ol'~34
7 - 4 - :I R.Q .0 "5.<;1 .~1793

110.0 '1 -In'1 fV"~lIlATloN o;~Afl' VE"JT '5HAFT AT l"on FT - nouTE

'1 -JO'1 - <10.00 .07(117 -14455.2 -72.3

63.1 .. -ln4 {V.~'IlATto~ S~.FT. VENl SHAFT H lliOO FT - ROIITE :>

4 -ltl4 - <10.00 • 1);>017 -103070.Q -51'5.4

600.0 <j - .. ,TU... HlI 1600 TO 7;>00 FTrSTART nF 5T41 -RTf I

'5 - 0:: - 1 .S .0 A7.76 .020}7 124J52.0 551."

<j - ., - 7 .5 .f' 117.A1 .o2n11
'5 - c; - 1 .5 .0 III! .17 .02(117

600.0 ,,- " {TU""El 1 1(,00 TO <'200 FT(STAPT OF STAI- RTE 7

- ,,- 1 7.1 .c 113. 4 5 .I)JM5 -3248411.8 -1443."
,.,. - ,,- ~ 7.1 .0 R2~!8 .01'579
'--- - - - - - . - - - - -.

.. ,~''''''' ..... "

,;;$11, 'AMP" £tJUml~"'~:'~~ "!~' ',1'11 'I' I'

fr l , '", 1:"I!~!l1'
.,..
j,........ .~1C;?7
'3 7.1 .(\ Rl.29
i "- " -
! fSTIIllCN! ~TART ~F STATION TO WEST ST~Io~~y
100·0 7 - 7
'I' _
II 7 - -1"I.r -47P.Q 77.02 .01755 -700696.8 -286.~ 21 28

4J0~.0 fSTAtToN' ~EST END OF MEllANINF TO ST~EFT EXIT

"- "
II - - ~ .'1 -10.5 RO."" .0141)7 -523!!9.9 -116.4
~ -SII.O -\43.7 PI).1 <; .1)1191
"- "-
400.0 Q - Q fSTftllON; OL_TFOR~ AREA ~ETWfEN STAIRWAYS

c; - Q - I l"q.l -44.6 .0115 (\ -1411306.8 -?11.9 27 28

Q - 2 1Ql.3 16.<; ~~:~: .01142 27 ;>8
II
Q -_
Q - 3 1117.7 '8.2 7A.FoO ,OIV' 27 ;>8
'I - Q - 4 1?6.8 -?6.6 78.45 .01104 27 28

20·0 10 -illI fSTAt!;\jA'O STREET LEVEL STAIP~AY TO ~FZZANINE

10 -lin - '10.(10 ,071117 -34176.9 -3<;6.;>

200.0 (STnl,:)!'!' STREET f~JT TO fA~T ENO OF ME7~ANINf

... 11 - In
W
11 - I" - 1 -<;2.A -1"3.4 19.24 .0113Q -1I!013." -40.0
11 - I" - 2 6.0 4.7 7A.78 .01344
w
•• 100.0 1:1 - 11 ,SUTtON. FAST 5TftJR~AY TO END OF ST~TION

12 - 11 - -100.6 -3'U, .8 RO.II .01118 -1"f,319.9 -?37." 27 ?8

500.0 11 - 12 ITu ..... n I STATtON END TO E~M&UST FAN AT 3300 F T

13 - 1<' - 1 "1.11 .0 Q;>.11 .01"7<> -166319.9 -41<;.8 27

I' - I? - Z 4.A ·0 Qlt·OI ·01 A45
13 - 12 - 3 4.f! ·0 Q3.4/\ ·01Q64

4601 14 -114 (VENTILATION S~AF1) FAN SHAFT AT 3300 FT - EXHAUST NODE

{I, -11" - Ql.63 .02016 14'5<;42.8 0;6'1.'5

4011.0 1'; - )1 !TlI"''''ElI FXHAIIST F6N TO nOI! FT

1<; - 1:1 - 1 '5.Il .0 Ql.63 .02016 -311862.7 -771l.7

1<; - p - Z <;.Q ·0 'l0·"3 ·02017

300.0 IS - 1 ~ ITUNHlI 1700 FT TO FAST PORTAL AT 4~nO FT

15 - 14 - 1 10.3 .0 QO.16 .020)7 -311A62.7 -445.5

1'; - I ' - Z 4.3 .0 'IIl.e4 .02017
 't'l" )1" ~ I ' r'
riiU,it:gi'
,,~::'" #A*·&W~~,M,4imfill"
mrn1"'~tf' .'1' """1"''' "lfYl 'I

4/19174 C;£S SeS USep,s ~A~UAL S4~PL£ PRORLf~ *4 - ATPCO~oTTIONEO STATION-eVF. PUSH PAGf

C;U~"'APY c~ ST~UL~TION fRO~ 111n.oo TO 1?60.0~ C;Er.O~OS

CTUNI\EL) WEST POPTAL TO 1100 fT - ROUfF fRO,", NODE TO ~noE 3

L£NGll< 100.0 "T

ARE" '00.0 SO FT M A X '" I) M M N U ~VERAGf
5'1'5T,.. .. " '"
------------------- ---------------
PARTITIONING VALliE TIMF VALuE TIME VALliI':
--------- .-.---- posITIvE
-------
NEGATIVE
-------- ------.-
AlP FLOW PUE CF .. 1 - 6310<'(11. 11'l'l.fl l\. '10911. 1170;.0 21770;<;. o.
AI R ~!:LOC Tty fll'" 1 - ;>1110. llQQ.n 3EoO. 117'5.0 126. O.

AIR fLOW DIRECTION PFACEIliT 1 - 100.0 -.0

OPy-eUl8 TEMPERaTURE" IJrG f I - "3.;> llqq.~ 89.5 11 R4.n 1'9.11 .0

HUMIC [TV IUTIO ( lP/lB 1 - 1 - .o;>o? 1110.0 .0::002 1170.0 .0207

"VERA~E SENSIALE HEAT GAINS WITHI~ THE SEGME~T

------- ---.----
toEIIT P!'eLf ASE FPO", TAUII 5. UNSTFAIlY HE" T SOllReES 7470.1.7 ATlJI t-A
......,
I ~TEAOy-STATE HI"'T SOl~CES 700.0 BTUIt-R
.. "'EAT SINK -107473.2 ATU/t-R

~"~" .J..
r""""""~~I'
I'
""
4/19114 C;f'<; SES USED.S ~A~UAL S6MPLf' PROBLEM -4 - AJRCONOYTJONEO STATION-EV~. RUS~ PAr.!'"

C;UMMARY CF C;IMUL~TIO~ FRO~ 117~.OO TO 1?'~O.O(l C;ECONOS

lTuN"ELI no!! TO 12(10 F"T - ROUTf J FROM NOOE 1 TO NonE 3

LENG'" 1110.0 I'T

AREA 2<;1).0 so FY M A M IJ '" N I M U M A V f RAG E
S'fSTI'M '"
.---------------.-- ---------------
PARTITlOtHNG VALliE TIMF VALliI'" TlME VALUE
.-------- -----,_. -------
posIlIvE NEGATIVE
-------- --------
AIR flOw laTf CF~ 1 -
, 6342113. II Q9.0 .08(198. , 175.0 21 77C;O:;. o.
IIR v"LOCTTY F"~ 1 - :? ;>0;:17 • 1199./\ 43:>. 117<;.0 e7l. o.
AIR fLOw O[PECT10N PEIICENT 1 - :? lCO.O -.0

DRY-~UL8 TEMPERITORI'" OFG F 1 - ? - 94.~ 17'10.n 8A.9 118ft. n P.9.C; .0

HUfoIICITT DATIO ( IF'J'lR J - ? - .0207 1170.0 .(1102 1170.0 .1\70:>

AwE RAGE SEN<;tBLE HEAT r,AIN<; WITHIN THE SEr,MENT

I "
------- .--_.--- ------.
,w
~EAT "F'lEASE fPOM TRAI"S, UNSTEolOY HEAT SOORCEs 71774.1 RTU/I-R
:'
w
.. ~TEADY~STATE H~AT SO~ACES 700.0 BTU/I-R
0
toEAT <;1"11( -109204.5 BTU/~R
!: ' .

"
4/19"4 "FS SES USER'S ~AN"'l SAMPLE PAO~lFM _4 - ATArONOTTtONEO STATION-EVE. AUSH pAr.I'"

~UM~.AV C.. ~T~UlATION F"RnM 1170.00 !~ 12~0.OO SECONDO:;

CTUNflElI 1?00 TO 1600 F"T - AOUTI'" FA OM NODE TO "!onE 3

lENGI" 6110.0 "T

M A ~ M !II M
AREA ?'''5.0 sa F"T U
,. U I A V E A A G F:
5VSTF" .. ---._--------------'" .-------------.-.-- -------_ .._-----
PARTITIONING VALul' T r"w VALIJI'" TIME VAlUr
------------ --------- ------- .-------- ------- postl IVE
-------
"IEGHIVE
----- ..-- --------
AIR FLOW qATE I CF~ 1 - 3 634203. 1199.0 lIIA09R. 117'5.0 ?117S<;. I).

AlA ~tLOCITY f F"P~ J - 3 2P )1<. 1199." 480. 1 Hc;.o ·fll!. o.

AlA fLOW DIRECTION PE~CENT 1 - J 100.0 -.0
OAy-tuL8 TEMPEAATuPF DfG F 1 - 3 - 1 n4.4 }"O)?I! fill. 1 1193. II 1'9.<' .0
1 - 3 - ;> 'lit.} 1?1I<;.0 87.4 1190;./1 1'9.0 .0

HU"oII::ITV PATlI) ( U"LEt ) 1 - J - 1 .0?(l2 1170 .1' .~?02 1170.0 .o?o;>

1 - J - ? .O?O<' 1170.0 .0702 l;oOt..O .11202

...
w AvEAAr.E SENSIBLE HEAT GAINS WITHIN THE SF' ,tENT
,I
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. "'Eoll PHFA"r F"POM TP~II'\S. UNSTF.AOV HFn SOIiRCEc; ?~1f10;;>.1 RTU/~A
...
S,TFADv-STATE HFAT SO.,Rero; ;>AOO.O BTtJ/~A

I ~EAT SINI( -4';0362.6 ~TU/~R

, I
1.1:'"""·····
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4.1 1 Q/740 C;~'i SES USED.S "A~U'L SAMPLE PROAlFM .~ - AIRCONDITIONED STATION-EVE. RUSH p,r.£

SUMII4ARY CF ~rMULATION FROM 1110.00 TO 1260.(10 SECONDS

(TUNt>fLl PORTAL TO 16(10 FT - ROUTE ? FROM NODE .. TO NODE 4
LENt;T ... "'110.(1 I'"T
A~Ej\ .... <;.0 50 I'"T M A )r M II M N M U 14 _ v E q A r, r:
SVC;TF .. -.-------.---.--.-- '--------------.---- ---------------
paPTlTlONING VALUE TIMF VAlUF
" VALUE I TTI4E
------------ -.------- -.----- --------- --.---- -------
POS IT rVE NEGATIvE
--.----- ---.--.-
AIR fLO~ RATE f CFIoI ;> - 4 -23131~. 119<1." -647546. 1?2A.0 fl. -3'1164".

AIR ."ELOCJTy I ~" .. ) ;;> - 4 -In;>". 11'l<l.O -;>87'1. I;>?I'I.O O. -16Q6.

AIR FL1W DlqEr.Tl~~ f PE~CE~T ;> - 4 .11 100.0

ORy-il"LB '!'~"'P"'UTURE" f DEli F ) ? - I, - 1 97.<: l?l~.n 114.1 1;>;>4.0 .1) "".5

? - I, - ? <1;>.3 1;»1." 114.0 1?i'l.0 .n R6.5
7 - I, - 3 'l;>.1 122Q." 113.1' 1;>15.0 .0 86.5
HUII4It;lTy paTIO f L"/l8 } 7 - I, - ) ."lI1R 1251.1'1 .0)71'\ 1'27.0 .nun
? - 4 - ;> .Olll<l 12""." .0)7'!; 1;>I!I." .0 lin
;> - I, - 3 .01'll 12~".1) .0173 1'11.0 .OIAO
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IV£Rftr,E SFNStAlE ~EAT GAINS WrTHIN THE SEGMENT
w
u
.. 0;1;>610;.5 RTU/I-~
"fliT PELEAC;E FPOM TRII1"5. UNSTEAOY HEn SOURCES
~TEIOv-STATE HEAT SO~~CES 61l00.0 BTUll'·R
"'EaT SINI( -~540T6.0 8TU/l-A

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10/19/710 c;~c; SF'S USEI1'S "A""llIL SAMpLI' PR,.,AlEM II" - ~'RCONnITJO"'EO STATION-I!VI'. PUSH pAGf
J
1
I
o;UHaot,P'l' CI' c;taotUlATIO", 1'1'10"1 117/).00 TO 17.110.011 c:;ECONOC;

C VENtiLATION SHAFt J VI'NT SHAft H 1""0 FT - ROIITF: 1 "PO,", NODE 1 TO NooE ~O

lft.mtl- un.o "T

;!,~1I.0 t;Q I'T "I III I M J V EPA G E
ARFA '" A ~ '" II "I
!''I'!'T .... '" U
------------------- ---------------
DiPT ITII)"'ING VAllif TII'E VAlUf rr"'E VALUE"
--------- ..-.---- posIt IVE
-------",£GHIVE
-------- --------
AlII fLOil I1ATE 1 -1 ,,'\ 3110713. 11 Q9.~ -1<;33 9 1. 111111.0 2114;>. -"0677.
C""
AIR lItLOCITY ( F"" 3 -1 '11 1c; 11. 11'19.1" -7"7. 111110.0 loq. -303.

AIR fLOw 0IREC1[ON l'FI<rFNT I J -1,,1 ~8.6 71.4

PERCt~ TaGI': 01' TT"': O"TFlO" v£lOCtTy

E~CEEOS 10~~.~ .. pu ~ -ln1 6.6

ORY-~~ld TFMPER&TUP" OEG F , 3 -101 - «n.n 1I10.n 117.10 IlQCj,O 1'8.1) 90.11

HUI"ICITY pATIO lPilA 3 -101 - .020? 1110.0 .O?O<> PIIO.O .OZO?

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 10/19/710 <;EC; SES USEQ'S ~ANI~L S~MPLF PHORLE~ _4 _ ATPCONnITIONED STaTION_EY'. RUSH PAr.E

C;U"MORT C. C;TMlIlH10'l FPO" 1 PO.OO To 17':'0.(10 c;ECO>.lOC;

I yENIJlATro~ SHAFT, Vf"NT SHAFT ~T l"no FT - H~~f .. FRO~ NonE 4 TO NonE SI

j.
LENGI .. f. 1.1 1'1
AREA ::-n!l.!I SQ 1'1 M It M M N j V F. RAG F
'" A
~Y~Tf"" '" IJ ...
------------------- ---------------
PAI<T1TTONING VALUE rlMf v~LUF. TTME VALUE"
.-------- --.---- ._-----
POC;IIIV( NEGATIVE
-------- --------
Alp FUll; DATI'" ( (~,. lo -1114 94<14;>. 12<'0.1 -;>5027';. 1::>211.0 f.~3<;. -8'5609.
AID vt.LOCTTY ( FI''' lo -1(14 475. 12?O.~ -1;>C".1. 1::>2A.O 3;:0. -4210.

AlP FLO~ orpFCTTO~ ( P~I!CE"'T , 4 -11\4 82.4

17 ."
pERCt."TAGE OF T'I"" nIl1FL"" vELOCITY
(J.CEECc; 11)"0.0 .P" 4 -U!4 6.6
ORT-t:lILB TE",P(qllllJ"E O~G I' 4 -1"4 - 9(1.0 1170.1) 1!?9 1::>0<;.0 (13.8 90.0
Hu"'ta: ITT PATIO LP ~lB I 4 -104 _ .0202 1170.0 .01f>7 1?00;.0 .0197
•...
.....
-1

~-----------------------

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, 4/19114 C;I'"C; srs USEo.S "A"'''AL SSMPlF P~OALF" *4 - ~ TPCO~'I)TTI.'Nfn STATION-ElIF. PUSH PAI;E

<iU ..... APy 01=" SIMIJLATION F~O,", 1170.00 Hl I;>"'O.O~ C;ECONOS

I TUNIIELI I"r.~ !~ ?~po FTI5T~PT OF STA) -RTF FROM NonE ~ TO NonE 5
L£NGl to ,,110.n I'"T
.::REa ;t;tt;.O C;f) ~T rot A ~ N I . U M ~ v E P II G F
SyST .... " 1I '"
------------------- '"'
.--_._--------.---- ---------------
D_IITITTI'INING VALU F rlMF VALU F TIME VALuE
-----.---_.- --------- ------- .-------- ------- -------
POS lllvE "'EGA',lvE
-------- --------
c _
AIR fLOw ~4T~ I c~~ c 47r:;O"C;. 17.(1<;.(1 IOI6:n. 1~'5:>.0 ;tSHAQ. o.
AJ~ ~tLOCTTy I F~~ c; - c: ;>111. Pot;.(1 40:;~. 1~5<,.o 11 .. 1. n.
c: _
AlP flO~ OJg£cTTn~ I p~Rr~NT 0:; 100.0 -.0
c; _
ORy-eOLR TEMPER_TURF orG F ) r; - 1 0;3." 17~~.O , 117.4 l·QQ.O 1"9.0 .0
c: _ Q4.1 1:>(1;>.0
<; - ? 171;>.11 "7.1 109.0 .0
c: _
c J q'i.:l 1;>1<;." ijf..A 1"(13.0 f9.3 .0
c: _ c: _
HUHI~lTY PftTln L~ilA c: _ 1 • (I;>(1? 12;>;>.11 .0:>0,", 11~4.0 .0207.
.., - :> .o;>o? 1170.0 .020<' 1170.0 .1I20?
c; - c; - J .";>1\;> 117 o. n ·O?O? 11 7 0.0 ·0?02

AvERa~E S£N~rAlE HE~T GAI~<; WITHIN THE 5~G"ENT

"EAT cELEA<;f '-"'0/1 T"~I~S. IJIII5TFAOY HEAT SOIll?CE"S ~4r~~1.9 BTU/~R

i~~AOY-5TATE HEAT SOL"CE~ 4200.0 RTU/~R

! tofU S'~K -~312ql.0 BTU/~R

I
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 4/t911" C;I'C; s£s U~::"'S """,.Al !>~I4PLF P!'lOSL F., _4 - A T!'leONon IONEI, 5TATION-EVI;. R,u~H pAGE

SlI ...·4I'lY CI'" STI4Ul.~TIO~J FPO" 117n.00 TO 17('0.00 C;£CONOC;

.~
cT uN'" El 1 l~no TO 22~0 FT(5T4I)T Of STA)- qTI': 7 FqO~ NODE 4 TO NOOE 5

IF.NG'''' .. "".11 I'"T

""FA ;o;><;.n c;n FT lot X M Ii r.1 ~ III N II M ERA G f.
<jYC;TF-.. "
---.------------.-- .---A .V--.--_ _---...
PAPH TtO"lTNG VALUE n"f
--------------.----
VAlIlr:: TiME VALU"
----------- ---.----- -.----- --------- ------- -------
Por;ITIVI': NfGATfvf
-------- ...----.-
All? FLOW ~aTI': r C"'" f, - OJ -9t.47". 11 0 11.'1 -4)9106. 1 :>4? n o. -30::0:170.
AlP vtlOCYTY ( FC~ -4;><;. 11<10." -19<;;>. P4;>.n n. -1344.
"- "
UP fLOW OlPI:C.JON ( """(nil , f. -
.. .0 100.0

O"y-t!lJlli TFIOOPF""TURf' (0"" I'" t 1 q'1.C; 1="('f..n ~;>.1 111'''.0 .('1 FlS.4
"-
I'> - ;> 9".A 12;04.,.. R 1.9 11 77 .0 .('1 8<;.6
qf,.Q
"" -- .- 3 177(\ .... "1.3 \;>60.0 .0 86.1
"-
Ii HUIoIIClTv PATl(1 ( LP/lP ) .nl"9 I?Jo.n .01f.O 11114.11 .0173
",. .- ".. -- ,.1 .11190 1217.rl .0)<;7 11 7 1'>. a .0174
'
.,II ... 3 .rI9" 12!4." .01<;3 1;>'SA.O .0177
I ...
"- "-
AV[wftFE S~N~tRL£ ~fAT GAIN~ WITHIN T~f 5Er.MfNT
.,....w
'"E.T I)F."LEA'51'" F"PO'" TI)HI'IS. IJ",STf'AO'r HEAT SOIlRC£5 "?n?7~.9 PTU/~R

~TFaOy-STATF ~AT Sr,G~(FC; 61Z00.0 ATlJ'''R

"E.T 'iI'll( -53,,205.9 RTU/~R

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" SI'S USEq'" "'.~""l S'\"pll'" ppOR( 1'"" lit. - "rpCONIHTlnNfn STIITIOIII-I':VI". RIlSH pll(;E

c;1J1oI"U"y eJ" <;III4IJUITION HIM! 1170.IIG TO l<''''O.OI! c:Er.ONDS

rsullOllil ~T'DT OJ" STATln~ TO W~Sl <;TAIQway F~OM NODE c: TO NonE ~

LfNGfl- Il!n.o J"T

APEA 7(\n.0 <:(1 FT lot
"" h X ... II '" N U a V E R " G F
..~l'STI" " '"
"6QT[TION[N(; vaLu" TT""-
-------------------
VAlllf TIM.,.
---------------
V.LUF:
--------- --.---- -------
POSITIvF NF:GIITIvE
-------- --------
lip "LO- QATf CI'''' 7 -
., 23q1(1? 1?0"1 ••1 -31AII41. 1"44.0 57E 10. -103;><17.
AIR vtcl.OCfT'f F~'" ., - ., 14;>, 121l1.C -454. 1744.0 1l7. -14F1.
I
I
,Ip flO'" OrClff-TrOt\! I "I''"(E~T ., - 7 ·::!7. 4 6'."
OPy-tt.LI! '''''''''F:'' AT !I Il'F r DFG F ., - ., - 8<;.7 1<'1<1," 75.8 1184.(\ 79.4
I, AO.D
~-
HU",jL lTv PATIO I lF/l" , .tll"'3 I;>OFl.!'!- ,n 11 A
i ., - ., - I1P4.0 .(11"0

j D FpC E III , A G F: o t T 1 M F: T F lot PER A T II Q E I 5 • P 0 V f

~ ... ~.' .. -
711."
- 10:;.11 .. 0.0 pC;.O 90.0 Q'i.O
-----_ .... - --.----- -------- -------- ------.- --------
i • I;jW 7 _ I
7 - 1"0,0 100.0 41.8 4.4- .n .0

AvEP.r.r ~1'"~~TRl£ HEAT G'IN~ WITHIN THE S~G"'ENT

I· -,..----
""EAT llF:lF:A<,( tOC'" TtI'J"S. IIN5TE'OY HEAT SOIiRCEC; 700JA7.7 RT~/""R

STEADy-STATf 'iFAT ~O"IiCES ,-,qqqq.o RTIJ/,,"P

,I
"NVrp(!~I"'F."IT.l r.OI\jT~Ol SYSTE" -130:;9977.0 ATU/~R
I "EAT SINK -A53,.9 RTiJ,I-p
I.iNOF~~! ITJ"OR'" F'ltoIAIJSl 5v<;r,o .. -.0 RTU,JoR

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4/19114 SFo; Sf"S U5EIHS ","'UAl SAMPlF PQI'ISLF'" *4 _ '" IPCONn rTInNED STIlJON.EVI!'. RUSH PAGE

o;U~MAPY CF o;'MI~ftTrnN FROM 1110.00 Tn 12~O.O~ o;ECONDS

t •• "'. )1-1; WEo;, EN" OF "'E7lA"""'E TO SrQEFr E~IT FROM NonE ~ TO NonE 7

If'I:I,,''' :-'0 ••) FT

A"fa ."!J.G Sf) F! M A K M N I M U AVERAGE
SVSTFy
'" u "
PAPT ITlnt./JNG VALUE rIMF vALuE
'"
-------.-----------
TTME
------.... -------
IIAl " v
--------- ------- -----.-
PosITJVE NEGATIvE
--.----- ---.----
"II. flO" QATf' C"" !! - P ~O7?:l. l?rl4.n -1:'4149. PH.O 17-3311. -2315Q.
AIR wElOCJTY n:,.. ~ 179. J?J4." -27". 1:-17.0 19.
!! - -5,.
A' F LOW I) IPFCTTON P!;ACE"'T !! - A ·!;n.c; 49.5
FI _
DRy-tCJlB TF .. I>f:PA '''Pf' OFG F !! • 1 P.~.4 12J1.0 flo.O '::>17.0 ell.? !l0.2
!! • A 2 AI.A 79.l l::>J 1.0 eO.l 80.1
1<'13."
"'.:II4J&ITy PAun ( I "'/LR , II • II _
.. - 1 .0143 1209.11 .0140 1196.0 .0141
II -
;> • n 1«; 0 1;011.0 .0113 1711.0 .nI4)

PEA C E N T ~ to E o F T I M E T F M PER A T U R E i S - B 0 V f'

it:
I
10.(1 75.0 80.0 8«;.0 _______ c
90.0 9';'0
1";1=
II'''.
-------- -------- -------- -------- --------
I' - J 1 no-. 0 1nll.0 1(10." .0 .0 .0
~ - "" -- 'l lCO.O 10O.!) 14.7 .0 .i) .1)

IvEQa6£ S~~~TBl£ HEAT r.IIN~ WITHIN T~E SEGMENT

... .l.r cF.lEA~F FO/)l'l TllftJ"S. ""'STf'ADY HIO.T SOURCES 5.:- RTU/I-R
~T£aC~-STAT" ~FAT S~.ACES 0099".0 RTU/I-P
~NvtRONMEN'-IL rONTOOl SySTEM -'l1~51".O STU/I-R
'"EAT SINI( -7143.R STU/I-P
~NOEQPL.TFOAM FIHAUST SYSTEM -.0 STU/I-R
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j 4/19'14 c:.f<; 51'S USEI)'S "ANtlAL S~l4pLE PRORLFM "4 - ATRl":oNOJTTnNED STUION-F.IIE. RUS" p.lt'ol!

SUMMARY (l~ <;11411 1_11 fION FOO" 117~. 00 YO let-o.oo SECONOS

ISTAIION' PLATFO~14 AREA BETWEEN STAIRwAYS FROM NODE ~ TO NooE III

LF"NG'to 4111\.11 FT
"REI 100.0 5Q FT A )( U ~ 14 14 N I III U M • II ERA G E
_______ a. ___________
Sv<;TF" ------------_._---- ---------------
O,lP1ITIONING Tr~f
" \lALUl' VALUE TTME V.lU"
----------- --------- ------- .-----_.- ------- Posl Hilt
-------N[GUIIIE
-------- --------
lIR FLON RaTE ( cr .. 4) - <;I 2119;>9. 11 A9. ~ -3485611_ I?~O.O 5Ec2n. -96080.

lIP ~ELO~!TY ( fC~ q - 9 :101. lIR9.,,) _491'. 1 :>5n.0 80. -137.

llR FLOW OIRECTTON PFRfENT q - 9 4;>.9 57. 1
ORy-~OL9 TEMpEP6TU~ oeG f ) q - 9 - I F11.1 1;>11'.11 7R.O 1:>54.0 19.1 79.~
q - 9 - l An.1 1177.n 77.3 1:>5;>.0 19.4 79.0
9 - 9 - 3 Al.l l1R;>.11 71•• 3 1 :>"9.0 79.9 78."
<I - q - 4 R~.C:; IJlH.11 74.1:1 1;>41.0 eO.4 77.7
Hut'IClTv PATIn ( lPiLR , q - Q - 1 .n144 121R.0 .0.31 1191).(1 .0131'1
9 - 9 - 2 .nl1A 1214.11 .01~4 1196.0 .1113#0
w 4) - q - 3 .1111 6 1<,30·(1
. 9 - 9 - .1'139 11"1.0
·"13?
.01tl'
J:>~O'O
1:>"2.0
'013"
.0133
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"
PER C E N TAG E I') F T t ME T r MP r R l T U R E ] S 10 A 0 V F
".. 70.1'
----_ .... _-
1".0
--------
BO.!)
--------
R'!i.O
--------
90.0
-------
9C;·r.
--------
Q - Q - 1 1 ''').(1 10".0 <'7.5 .0 .n .0
9 - q - 2 10n.0 10n.0 1:1.<' .0 .0 .0
9 - 1 100.0 100.0 2/',.4 .0 .0 .0
Q -
Q - 100.1) 9<;.6 3<;.<' .11 .0 .0
q -
"
avE~A~E S~N~t8LE HEAT GAINS WITHIN THE SEGMENT

... £,~ ~ELr.A<;£ FPO~ TR~I~S. UNSTEADY HEAT SmJRCES 3'n7~c;q.5 RTU/~R

STEIOY-S;4Tf: __ AT SO,}iCES i'1C;~6.0 RlU/l-R

tNvtRONM~NT.L r.ONT~Ol SYSTEM -361"06°.9 RTU/I-A
I-EIIT <;]NI( 1(1<;.4 RTU/~R

~NDERDl6TFOPM EXHAUST ~Y~TEM -.0 'nU/"A

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4/19,74 C;"t; 5"S IJSEo,S "AItIU&l C;AIo4PLF PGOPLF~ 1f4 - ATRCONDTTIOIll[:O STaTI~-I;V". QII!,H PAGE

~UMM1DY OF C;'~IJla'IOt FROIo4 117~.00 TO 1260.0{l ~ECONOC;

C STAIR"AY STAFET lEvEL STAIRWAy TO MF1Z~NINF FAOM NODE 7 TO NOO.E !Ji'

LENG'" "n.o "T
AlitA 96.0; SO F'T M A ~ Mil" M j V r II A G F
5'S'"'' " N .. U
'------------------- ---------------
o'~lITH'I"'JNG VALUE TIM!': VALUE TTME VALUr
--------- ------- ------
POSITIVE NEGATIVE
, --.---.- -------
I!I
UA fLOIi RAfE C"'" HI -110 1697R5. 1240.11 -1334"'8. 11(11".0 3C19". -"0(51).
~I
!I! alf< ItflOCflV FPI" 111 -110 1759. 1240.n -1383. 11~.O .313. -415.
AlA FLOW I)IO[rTJO~ P";:,r.Fo.: T I ,II -IHI 63.7
-3".3
PEAct~TAG£ OF' TIM" OUTF'LO_ VELOCITY
[JC[EOS 10iltl.O "PI' 111 -IJO 12.1
DAY-t~lB TE~D~TURr DEG F III -110 - 90.0 1170.0 7«;1.1 J?lO.O 1'0.2 90.0
It·;... }!; ITY IUTtO LPi'lB 111 -1111 - .:1207 1170.0 .0133 1210.0 .0179
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~/19'1 .. C;"c; SI!S US"D'S "aN'''l S'MO(F PROql r: IA ~4 - AIr-Cillo/I) iT !(\IIIFI) !'TATfON-F'VF. ~USH PjI(lF

SUMMIPY ~F CtMUl~TIO~ FROM tI7n.o~ TO 12~~.~O ~ECOI\IOc;

1ST" h)N) "TOFET ~K'T TO ~aC;T (NO OF IAE1 7 aNtlllf FROM NOnE 7 TO NOOE 8

lFfIIG'" ,,,11.11 "'T

.~A .0;11." "iD F'T Joe ~ II !II 1; 1/ !oj ~ v E ~ , G f.
" " II,
o;'I'S'~" "
----------------.-- .. --------
J).QTJT~OflllNG T7MI'"
---.--VALUE
"ALUE" TI"F "'lUI'
---_ ....... _-- .... ----. .:.. -- ... _---
POSP(ilE NEGATIvE
".
... .. -
--_ ------.-
AIR fLOw lUTE en- J)127i' • 1 Ulf.• (1 _142744. PJ9.iI 2e;;I\fo. -2i"3,.
11 - '"
AIR y~lOCHY . ".. 11 - H' 2Q? \ I"".~, -31 r• 1~39." SP.. -49.

AlP FlOv ~tPF'C~'OI\l P""(fNT 11 - 1 II !EO.S 49.0;

DRv.I!t4,.8 "F",~f'RliTtlAf' U[t; f" 1 e;>." 11" ••.1 7~.A PSC.O po.' AO.3
H • 'I' -
11 - JII • 2 pO.J li'14.1'i 11<.0 1~44.0 19.6 79.7

HlJI'IIC'Ty ;uno ( lll/L8 t lJ - 1(1 - I • n l'j<; J}'l'.(! .IIIJI 1:>5n.1I .1I14~

H - ,/I . 2 .ol..lq Il'l;>.n • ('n'4 1 :>C;~.• O .0137

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~V~RAG( ~FNS'RLE HfAT GAIN~ WIT~IN THE SEG~ENT

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ENvr~ON-rNTAl CONTPOl SYST~~ -?6~lqo.0 ~TU/"D

~EAT SINK -S5"'2'4 fllU/"R

VNDEPPlA,FIlDIoI FIIMAljST SYSTEM -.0 BTU/"R

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(STAlION, r:aC;T STAlllWAy TO ENO OF STATtON FIIO~ NOOE ~ TO NOnE 9

LENGll- UII.O FT
AAO 1(11).0 5(' I"T ... A X " lJ !of ... I>J .. v E" II A G F.
SYSTFM -------------'.----
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DAHTlTTONING yAlUF • 1MI' VALU" TTME VALuE
------... - ------_. -------
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Alp ~~LOC1TY F~" 4J"'. ilA7.11 -IIJ<,. 1::14?1I 81. -139.
1;11 - "

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I
Ay(llac,t S"NST~LE HEAT fiAINS wITHIN THE SEfiMENT
------~ ----.---
joE-" ~FL.,jI'ir Fon" TGHt.S. UNSTf:aO., rtEAT SOtlRCEc; 701\479.0 8TU'~R

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ARE. 40'1.0 Cjt) f"T M M II .. /II II II V £ Q A G F.
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AI- fLOW n'QEC"O~ Pf~CENT '3 - ,::> 49.5 0;0.0;

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3 9c;.e; IIPP.~ 9;>.0; ,,60.0 0;4.4 ~;I.O;
13 - 12 -
HuMJ&ITy PATIn , L~;LA ) ,1 - ,;> - 1 .11'''0 111'11.0 .0146 1'''3.0 .01""
13 - ';0 - ;0 .111'11 1186.(1 .01(,8 1~"3.0 .0178
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AVEPAr,E SFN~t~L( "EAT r,AIN~ WITHIN THf SEG~E/IIT

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SIJM.... PY ell' C:'"UL''TIO''' FRO'" 117!'.(lO TO 12"0./)1) C;ErONnc:

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lfNG''" ...... 1 F'
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!Oi.,ST .... ------------------- .._-------------
P..,RTlT'Ot.lING VALuF. TTI'I" VALUr TIME VALuF'
--------- --.---- PO~ITIVF
-------
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IiIR fLOIoll PITE C~ .. 14 -116 1/\41121 • 1211'1." 114A98. 11116.11 14:?t,49. o.
lilA ~tLOCITY FP'" 14 -116 644. 1231'1.1'1 449. J1M.O 561. o.
lilp FLOW "JPEelT"", PI"IiCE'H • 14 -,,6 100.0 -.0
.rRCt~T4GE OF IT,,,.. ~IT"LO. vELOCITV
£.CfEOS non.o FP. 14 -114 Q4.S

ORy_L1LII T~"'PEAATURf" OFG F I 1.. -116 - 95.4 1I~9.n 90.9 "~~.O 'C;2.9 .0
HUM(C lTv P"IO L"/lR I 14 -114 - .n;;>o? up"./) .011'11! 1213.0 .019A
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SUMMa w¥ CF "r~UL"ION F~O" 117ft.OO TO 12~O.~O "£CONOS

C'uN"Ell ~MHauST FAN TO 110~ FT FADM HOOE In TO NonE 11

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"AJi,hIOt.!!N6 "• .1".11" TIME vaLuE ,1101£ Valur
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AIR .tlOClTv FP" ,e: - 13 4Slo • 1I1!7.0 -i4~!I. '?40.ft 310 -479.

.,R FL~ DIRfr.TJON ""·CE",T ,e; - ;~ 11.1) .... 0

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....... IvERllr.r SENSIALE GaINS WIT~IN THE SEG14ENT

------- --.._---- HEaT ---.--.
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C;1I_Al~Y C:~ STNlJllTlON ~1I0M 1170.00 TO 12~O.O/l C;ECONOC;

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hlfA "1111.0 Cjll ,." N I, .. II 101 .. N M . U • V ERA G F
51'ST"''' .-- -------------
P_"TI T rON tiro VAlUE TIN!'" VAlUE T'ME
------------------- VAlUF.
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,e; _ ,..
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,e; - '"
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,e; _ ,. _ ? Ql.3 12'9." 89.6 "IIA.O 1'9.7 90.3
HUIIlIClT1' lIo1T!f] f U:'lB ) ,e; • '" • 1 .11:>02 1234.0 .070,," 11411.0 .,0 2 02
'C; - 14 - 1 .(1200:' 117 .... 0 .0:?02 '''19. (I .0"'01

.VERAr,F SFNS19LE HE.T GAINS WITHIN THE SEGNENT

------- ----.--- ---. ------.
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 13.'( SamplE' l'roblcr.l No.5

This sumple problem uses the :follmring SEG program options:

1. Train Pcri'Ol'l:ln..ncc Op".;ion 1 - Implicit train perfol'lilUnce.

2. Tempera.ture/Humidity Simulat.ion Option 1 - The tcmpe.c~turc

and hwuldi ty in each 6ubscQ;,,,mt is computcd wi tbout tald.ll{~

into a,'ccunt any eva.poration of IJoJ~turc from tfic ~!Ulls ill

the r-YGtem.

3. lIumidi Ly risplay Option 1 - The hur.li,lity ill CHch [Jul sec,,·,·.:t

will be given an the hur.lidity ratio in POUIl.]S of l:iC'istul'(:

per pound of air.

4. Environl.'''lltaJ ControJ. Load J:valuat.lon Optioll ? - S'he

the exact hour entered and will use the vall tC>I;lperatUl'(::'

assigned by the user for tll.: srs dlnulu.tion. ~'11"r;f' wall

temperatures arc obtained i'l'cm a ;,wel'iouf3 ~F:':' s:mlll~lUo/l

of the same system ucinb Environmental Control r,ond r.:vnlu:,-

tion Option 1.

7. Heat Sink SurnJllnry Print Option 0 - i,:me of the inJ'! p",ti·'"

required to perform !l. tent sin" r,rlnlyslo j8 +.0 Pf' ;')':nl (·d

.... ith MY of the sur..r.:ttrles

6. Suppler.Jentnl"Y Cutput 'Jl,\.ion 0 ~ A minlr'luil h .. Ul.t ,.; :.r;;·

designer ol'iclltcd ouq:"J.\. iLl t,CJ be Pl'int.c<l.

, ). .,..
1) •

When usinG Envirom1ental Control Load Evaluation Option 2, the

user must ent.er the 1WJ 1 surface temperatures based on 'he rcsul ts of'

the simulation perforll:ed in sample problem No. h. The 8JJIbicllt air

temperatures and ini ti'~l air temperutures must also be chanGed to the

appropriate valuer; correspondinc to the particu::'ar hour for which the

simwation is being 1" l'formed. '1'be ambient air temperature for this

simulation wac 82 degrL<':s F. dry-bulb and 74 deerees F. wet-bulb.

All the initial gir tp.mperatures in the system ",ere set equA.] to these

outsid..· arr,bient \.J.r tempe!'utures.

The cutput generate::! in each rush-hour BT 'e; heat sj r.k analy:;is provj rles

<;}1E' aJjuc;+,'d l;,o1'nin13 and evening rw;h-Lour wall surface tel:'l,err,':;ul'f.'s for

utel. Sepl10t,t if. each uncontroll('d zone. The mOl'n-

illg !>.nel f;V<.::iiIlC l'uch-how: wall sl4riace '.;~~r:peratur('!' ccmputc:1 ~:: tl!e

fi'1al beat :;i::r.. analysir, in sample prol'lem Ho. 4 must be used to cr;t.. i-

mate tl,e wall surface t.er:::;:,:>ratures for the off-hour cimulation iIi c;!:.IIlpJcc

problem Ho. 5. 'i'he final Le3.t sin:, c.n:.lysis in SUI:1plc proble;;, llo. h

WflS performed between 900 and 990 secopds 1:1t0 thE! c!mulatior..

T:';e JimuJation of san;ple problen 1;0. 5 is peri'orMcc'c for a de:::ic:n

U me of 12: 30 P .1·1. 'l'herci'ore, the wall surface tcr;::pera'.,ure~ in !':.(-

W1~'orltrollec. zones must be sorr.ewhere between '..he \:0.11 ::;\.<rf<:(;(,

attu'es cCl1lputell fOl' the morning (f\: CC /C. j.l.) and c'/cnh,c (::,: oc

<~rolle':1. zones are as follow>, (based upon the results of the final t• .:at

sink at' !JJ.y~;:i s in sQInplc prc:>bl('rr: '10. 1;):

 --~

Zone lio.

3
o
4 80.5 F.

Zone No.2 is a controlle(1 zone 'Tith n c1c:JiCn ury-bulb air teT!lIJ-

erature of 80 d<'crees F. Therefore, the ini'dnl wall l>urfacc '~eml)eratures

of the Ger.;rr.entr in :':OI1C r;o. 2 nrc set ('quill to 79 decree::; J!'.

The pror,ram o.nd T)rint control illformntL:Jll for th:i c sU".rJ c prol.] en

rr.rr.ains the ;; ~·r.h) !is in sru:,plc prohlcr.1 Eo. 4. Tb-::i'cfcl'c, thcprintout

infvrmation will includC' three environrr,cntB.l contro) '-co,d estimate",

and t!w tc)i.:~] s 1.1l1ulntioll t.ir::e will be J.?Go G"C011(ll; (,~,)C :}cct.ion 1'). (,) .
 -~'-'--" --

, t:ll!.er.l !e.<tntir.ClltiOfl l5

IslEijl !ulSlEIPJ' lsi lijAwhdAIL! lSkf.tlph-kl If@oI61L-lEbllilil

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vi. I I I I I I I II 4
Ecv1ror.:u-ntal Control Loa4 Evalu.tlOD Opt1_
3! It· ,-
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10 1 ~e I
101.1 I I I I I I II
51 H.
s..~plece"t&rT
101·1 I I I I I I I I
Output C'l>t10D

'1 i~

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71 e-
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FORM l ' - OF.llFlW. DATA

I
lelzl.lg III III
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 Resul ts of Bampl(> ProblCI'] No. 5

The .)utput gcner:itcct i.n sam!>] c problem No. 5 differs from the output

generated ;',n samp] e probler1 rl(.1. II becauGc the information pri nted in the

hent sink analysi~i for an off-huur simUlation differs from the heat

sink onnlysi s inforraati on pd ntcd for a 1',1 Gll-hour simulation.

The explanation of the heat sink and environmental cont:rol output

obtained when usine; l':nvil'on~j(:ntlLl Control Lo~d gvaluation Option 2 is

as followr.:

The h!'ai. !>i.nk analysi:: 1s r,ivrm for each zO!JC. The analysis is

f1r"t eivcn ,or all thE' UllCl)fJc)'()lled zonl'r:, 'llld then the control ';'''d

zoner,. The' o'~trut for ('adl uncontro]] ell /,on<:' inc.lud(:s the' off-hour

wnll surfo('l' tcmperntures for thp entire simulation whc~'1 an off-hoHr

dmulati on is b.;inr; performc'i. Theret'ore, no wall surface ~,ernpPl'aturc

information in printed ir. till' heat sink analy,;i".

The output for each con'Jrol}"d zone is the !>~mle as for a ruch-hcur

simulntj on. This inforrr;'l.tion includes the' Gcnsible and Intent hC'at

from trains, steady-st.ute heat sources, hCRt sink (llE>t'~l.)le heat only),

rti rf'J 0 .... , and enviroMlf'ntal C'mltrol systems for enrol, ~e''Jlll.'llt Rnr1 llulJ-

;H.I~mr'llt in the ZQnc. The total environnwnt.ul conLrol I'equired to !lIain- ".

tt: -.
 dry-bulb air tC!mperatures ottained from th,? finnl summary taken between

1170 and 1260 seconds of siraulatioll time is lJrov::'dcd in Figure 13.]7.

The total envirorwental control requirement for the station was

estilrl\lt.ed to be 8,626,552 Btu/hr of refriceration durinG the third

environmental control load eV<.luation. As shown in Fieure 13,,17. the re-

sulting averaf,e dry-bulb air temperatures in the plo.t:i'orm area were

slightly lower than the 80 degree F. d:..-y-bulb design temperature. The

resulting average dry-bulb air temperatures in the mezzanine area were

virtually equal to the 80 dee;ree F. dry-bulb design temperature. The

outside ambient dry-bulb air teJ11perature ,ms cooler (82 deerees F.) in

this simulation tha.1 in sample problem No. Ii (90 deGrees F.). 'I'his

di fference ill a.1Jbi ent tcr.:pel'atures is !'e.f'lect ed in the dry-bulb tCl;!P-

eratur('s within the tunnels in the two simUlations and ir: the runo\mt of

refrigeration necessa':'y to 2!lfl,int-s:l.n the desiGn terr.peratte'e in the station.

In both sampl'.:! j2roblem No.1! .1!1d 110. 5, the average dry-bulb t'.mnel air

temper'ltures "',el'e very close to the respective ambient dr;;-bulb air

temperatures in the twv simulations, The cooler outside ar.:bient air in

this bimu:Latiol. re:dLlced the outside air neat load in the station in com-

pa.rison to the outside a.i.r heat load in the sttltion in e~r'lple problem

No.4. This reduction :l.n the out'lide air heat load c!'tused the reducti.)n

in the MOun. of refric;eration required to mainte.in the g1ven stfltion

des::'e~ air temperature. Bc·th s'll:Jplc probJ.cl:1 He. Ij I1nd sa.mplf: rro"ulem

No. 5 hun the same desir,n conditiun::; fo,,:, the stat! en (eO deGrees F. dry-
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-.- -.----.
Ht.A T ~ELEA5E rpor~ T"A troiS AfIIL) U"IS TEA'lY !-lEAf SOJ~CES 564146.0 dTU/H~

- - - 1 T E 41).,-<; T*'f~A.,._<\OUl#eEClcS--- 4200.0--3TU/"~f-----------------------

'1f.Al SINK _4n~)~5.6 BTU/H~

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,---- C;U"'4"~Y OF SI''''JLaTJ:l'l F~O'" 900.00 TO 990.00 sEeo'no;

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AlA FLOw OIAECTIO~ PfqCf.~T I'J - 6 9.9 90.1

Dlfy-fiUL8 TE"'PEAAYIIAf LI€O F I !\ - 6 - 1 R~.2 9~~.n 81.l 9lo~.0 Bl.9 13.1
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b - 6 - 1 .Ol~l Q6~.0 .Ol~~ 900.0 .n151

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A~fQA3E S~NSI~L~ HEAT GAINS ~ITHIN THE SEG~E~T
--- -.----.
"tAT PElf'~f rpt)M T~4INS ANO UMSTEA1V HEAT SQJqCES t.26)18.0 ~TU/H~

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80.2
--HU-torTrlflTi__ tR/LB , ,-, - .aho 931.0. .lI}"?' 911.0 9tJt~~-------
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AVF"R6~ SEN~,qlE HEAT G.I~S W[THIN T~E SEG~E~T

Htlr ~ElEISE F~OH T~AINS A~O UNSTEA~y HEA' SOU~CES ~9S509.5 3TU/HR
-----
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~-----------------------
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70.0 75.0 tlo.o 85.0 90.0 95.0

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9 - 9 - 2 ~I.l 90~.0 7~.~ 9~?0
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AVFPAG~ s~~s,alE HEAT GAI~S WITHI~ T~E SEG~E~T

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!"ItAT Slt4IC -31~OO.1 alU/HR

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~

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SU~~&~y O~ ~l~ULaTI~~ FRO~ 900.00 TO 9QO.00 S[CO~)5-

---+-SUIQw",' t o;fPF!,T lEHL S~~~l&"t>f!' Fq~99E ., T9->fGi)'~E-'!il2i!--------

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AlII fLU. DIRECTION I PE~CENT 10 -110 39.6 60.ft·

PEP.Ct. .. 1AGE OF
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--- - - - -- --------Ptll!CENT ------ ---- --
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AVFqAGl S~~STBL~ HEAT GAI~s wITHIN THE SEG"E~'

,---- - ----------
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--.-.--
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--:';.--l-l a1 S.JI .(1 86.20--_.414~."''' ________

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18 7.)1 _?l.JA O. H!l.!l 2.91t!. 1.908
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1 ____.271,1,,"3
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. . . ·••_ ...- ___ • • • ______ • __ ... ______ . . . . . . . -

SY"iTE'4 Sf"'SI~LE LATE~T AIR ~U"'IDITT ~IR llq TIIll~ ~35'TI3~

LlNC;TH PAIlTITJO."rNG Hfl T l'lAn HEAT LnAu Tf~PfRATU~E AAT I J :'LOIt 'I[lOCHT liTE ~T!I ~'E liTE- ~TE RTE !
~1f'Tr ItlT\J/S,,=C1---ffiT1t'''l~e, IOE:G--Ft-------tL~'I;;~'--f::''1)---_tF''''') -----i ---1-;--4--5-- 6---- ,
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100.0 1 - nU~NEl) ~EST POMTAL TO 1100 ~T - QOUfE 1 i
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I
.. 100.0 1 -? nUI'4"'F.LI . • 1100 TO 1200 fT - ROUTE 1 ____. _ . _ _ _ _ _ _ _ _ ,'j
~ 1 - 2 - .2 .0 111.62 .01,,48 82~S7.B 330.6 :
~••. - r - l 3 (-fUtmEt;1 tfOf)-ft)-J~FT-----R1)ttTE-l--·--------· I
~
I - 3 _ 1 .4 .0 81.43 .OI~4a a2~57.8 S67.4
-------t-- 1 2 ., if! 111,.';7 .111"10'1---·----------,-----------------

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2 - 4 - 1 b.2 .n 810.19 .01566 -23J'il.2 -1037.4

l ... l 6.2 10 -------~~3rR4 .015666-------------------------------------
7. - 4 OJ 3 6.2 .f! 111.310 '01563
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110.0 3 -11)1 CVE~T[LATln~ SHAFT' vENT SH~FT ~T IbOO FT - AOJff I
1 -103 - 8t.65 .016... ~--30ts .... t J~'H.r..:"Ilr------------------

95.. 4 -1114 t'lE*libl;He .. SoIaFTJ IIEllir S"An AT Ift09 Ff ;;lOtlH-;Z~--------------------------

4 -104 - Fli. flO .01,,106 .5;>:;21'.9 -395.B

•••• 0 5 - 5 (TUNNELl 1600 TO 2200 FTISTAqT OF STA) -ATE 1

~ r ~ _ 1 .4 .n R2.00 52'03.6
.016lt8 232.9
5 - ~ - 2 .4 .0 82.31 ,016 4d
5 «;., .4 .ft 8).6-1----."1648----

..... " " n u....eLJ 1611f '9 22&8 FT-~f_9F-STI~"EE_t2----------------------

6 - 6 - I S.Q .0 8Z.78 .015Z~ -180583.3 -Rll.9

6 6 r 5.9 .8 ~l~'''' .~1~1·~~---------------------------------------------------
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100.0 7 - 1 ISTATIONI ~TAQT or ST,TION TO wEST STAI~wAY

'r· 7 1-8 ... 3 .. "2.6 71.88 .~1-32l U!lU~-Il-f!fI~3..r.55-----;2~1f-----------

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A - 11_ 2.6 -6.6 79.77 .Ol~~O -51155.9 -115.0

......------8 fII .. ----6~Q-- '5<0.-& AO.{I~-.013\10-

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---------¥9 - 9 l ?n~.3 5.] 110.10 .OlIoO~ ------------------42~.1-------------------
993 21)10.11 9.1 19.87 .01395 Z1 28
99 .. 119.? •• 7 79.63 .01386 2T 28
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I 1STa\JlhlA Y I ~rREtT LEVEL STAIR~AY TO ~~II.~J~E
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1.
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II -1I9.10---.4Jl155 ---I h45.. -U-..o2-2------------------
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100.0 I? - II CSTATION) rAST STAIRWAY To END or STArIO'"

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13 - II - 3 ".7 .0 119.100 .01SIoI

7a.1 110 -Jl4 tV£NTJl.TIO~ SHAfT. ~AN SHAri AT 3300 FT - (~~AUST ~O~~

- - - - - - - 1 "-H4 , 'IA .4~---. 01" 1&-----l"~~l7.O<.. Ir_----------------

~s--Il t~l--+ ~NA~ST r_N -~-JJ~~---------------------------------------------------
l~ - 13 - I 5.8 .0 AS,12 .01631 -:?J!'olt06., -592.0
IS - 1:\ - l-------S.8 ..-- J)E>,,-IZ ."I"ClL _ _ _ __

3to •• 15 - 14 nU""ELt 1700 rT TO EAS~ PORTAL AT "ouo rT

15 - 14 - 1 10.3 .0 "",49 .0)",,1 -2ln06.0 -1138 .. 1 ': I
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~ HUMIUJJy RATiO C. Lij/L8 J 15 - )4 - .r.l"S Ii .,.8.0 .OUS 12'0.0 _'165
N IS - 14 - .,1 .1)165 1179.0 ,01 !IS 1239.0 •• 165
--------
AVERA~ ~EN51~LE HEAT GAIIIIS WITHIN T~E SEG"'E~T
- ---- -------------------_.
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 14. SYSTEM SIMULATIONS AND SENSITIVITY STUDIES

The preceeding sections of this manual provide the information neces-

sary to su~cessfully apply the SES in an evaluation of the subway environ-

ment to be expected for any specific geometri~al arrangement and operational

scheme. ~~is section of the manual addresses the application of the

SES to a variety of hypothetical 3ubway design and operational concepts. The

results of these simulations supply the user with an added degree of insight

regarding the aerodynamics and thermodynamics of these subway design concepts.

Discussions of the sensitivity of simulation results to key SES inputs are

also presented.

The user is cautioned that the SES results portrayed herein are not

intended to supplaLt application of the SES program. However, together with

the computational methods presented in Volume I, Part 3, these SES-generated

findings provide a valuable data base for formulating preliminary environmental

~ontrcl concepts and for c~veloping cost-effective environmental control

strategies.

These system simUlations of subway air flows and temperatures encompass

a variety of subway system geometries, environmental. control features and

train operations. Specific parameters considered Includ~ the following:

-Ventilation shaft flow impedance.

-Number of ventilation shafts (ventilfltion shaft spacing).

-Blockage ratio.

-Mech8.nical velltilation concepts.

-Underplatform t~xhaust system~ and efficiency.

-Tr~in headway and heat release.

14-1
 ,
-- i

-Double track tunnel versus parallel si':lsle track tunnels.

-Relative train situation during bi-directional operation.

-Long term heat sink behavior (with and without migrating

groundwater condition).

-Station air conditiolling with station design temperatures

at and below ambient.

-Emergency ver.tilation situations.

For purposes of assessing the sensitivity of the subway environment to

parametric variations, a base system configuration vas defined which would

pr.:)vide reference valt.~s cf the required air flows and temperatures. This

base system, illustrated by Figure 14.1, comprises a series of five identical

subsystems linked end to end. 'Prain operationd through the base system are

illustrated by Figure 14.2. The max~mum train speed achieved between stations

is 60 MPH, whic~ is ~aintalned for aFproximately l~ seconds of the st~tion-to-

i.
dlssip~tion
• j
stati travel time. Also shown on Figure 14.2 are the train power

and train. heat rejection profiles. The peaks in the train pow';r d~ ssipation
11
I'
!, ',

curve are, of course, due to the dissipation of the brakinG energy of the !i
\ !

tra~n. The substantial dt!'ference be'~ween this power dissipation and the

corresponding train h~at rej~ction is Lttributable to the thermal inertia of

'~he dynamic braking resistor grids onboard the train. For the trains used in
:• ~1

these simulations, roughtly 55% of the total train heat was rejected " thin

the confines of the tunnel (4500 MBH) and 45% in the ctations (3500 ~ '.
Of the total t·rain heat, approximately )10% comes from the onbaord air con-

d:i.tioning system and auxiliaries while 60% of the train heat is traceable

to the propulsion system and braking losses.

14-2
"

1- ~/I

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Fig. 14.1: Base System Geometry S~he~_ .i~~ __L: __ L __ ---L'---...L....;;.1--'---'''-''-L-eJ.;..:..--L...'-=-''-''-
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1-"hr~UFT .'~ iP!fl':~!~T"~l1: j.r~rr~!~Ll1:F~·:: fF:r'h-TrI2~!H"-J'+HillWillJlfII:f:+~:1 di::
·...>~'ig. 14.2' Sy;;t-;;"~o;;;;PtStudies: Train Operatio'l- -- - a
 Other quantitative details regarding the subway geometry and opera-

tions for ~ach SES-simulated system are preserted in the appropriate following

articles of this section. The results of the SES-simulations are presented

in graphical, rather than tabular format to aid understanding and Inter-

pretation.

14-5

I
1
 14.1 Base System Results

Results of the SES Base System simulation are presented on

Figure 14.3 in terms of average air temperature distribution along the

length of the five station system. This is the average air temperature

that wculd persist during a peak rush hour operation with train

headvays of 120 seconds on each track. The tunnel temperatures

average on the order of l5F above outside ambient, whereas the

stations average on the order of 25F above outsi~e ambient with one

notable exception; Station 3. In Station 3, the average station

temperature is apprvximately 35F above outside ambient. The one

distinguishing feat.ure of Station 3 regards train operation: the

operation of trains on the two tracks of the double track system

is symmetrical relative to Station 3, since trains are dispatched

from either end of the system at the same point in time and at

the same distance fro~ the center station. Only in Station 3 do

the trains stop, dwell and depart simultaneously.

All of the stations in the system encounter the same number

of trains per hour and have the s~e heat load fr~ patroAs and station

lighting. Thus, the reason for the elevated tcmperat~re in Station 3

must be connected vith the station ventilation rate created by the

piston action of the trains. Thi.s is in fact the case and can best
be illustrated by eompad son of Figures' 14,4 and 14.5. which illustrate the

global station heat balances 1'01' Stations 2 and 3. Given the St..S-

cOClputed net heat rate to the vent.ila.tion nil' in the statton and the

average >~ntllatio:l ratt!, thc l\\'cl'sge riSe 1n station ve:ntilation air

14-6

1
:
 ~.~.--J.
x ~o r.' It/, Lt l'~rtMI_lll, ~1b I!.)P) !

i
I
'1 -<-

i ; . " .. :... ':1..:::- .,' . 1.. :

Jillsrellj~t.u~tlOuslt
tl(t.
,
i .' Trains
tl,;;r .... ,- If,' S!Ei."'tt:9ii-:J'~ ;~... -:-~. .i
t+J,!·· ,
", : : · .. +_ ..L~j.·· '
,' . ,
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100 ,
W: ! . :
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\

!
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¥ ' 20,000: 22*)000
:I!
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:,.L... ~.:_,.;.,c.L._l. ~.; ..

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 I! I
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5::'1 271 ~ 28,135 57,870 21,096 50;958 ) , 21'734

I @
@
.1,
I @ @ @ . @ J, .
75 I 91 75 100 75 i I 97

I
-~.--- -- -------
Ij
--"-', ti
f "- '\:-,-': "? ;-:s..l..~-. ~·r·. Z-·C'7:
I
,--------- l_ J II
IL ______ " __ " _ _
98 99 98 100 102
107-;g40- 8~lq3". 100 :4~ 31.a1IJ;_
91 94 . 96 92
F-' -.:.::-- - - ~
! I ~
F 130.a.J,22 _____ "t?3 .. 8~9 __ i __ . _____ L _____ ~_" ___ .___d\l5.Q1~__ 97.426
ao< -"---
~:v _:-~:: ... c

-.~f~ ·~!·.l' ::~.:. ~~'2£

:1: 3.64~tOOO Btu/hr Ac '= 400

~~~E-~ ',( 1,02::',000 Btu/hr A_. ::: 200
As = 100
~~~~~ -~ ~'~-~~13~~~~ _:.:I~: 2,623,000 Btu/hr
Asv= ~24
':.:{;!:.,;:::.~ ...... .; ... "" ;'.:'r: 186,021 cfm @88°F

J......-;:-. ;_::- ~·~~.~;:'=:-2T:.'Ir2 risr::: ,..oF ctH --:- ",6 •. 0

(1\6,021)- ~~"
2.
ll.~,0~ _ S 1
,"-."- "t-'::~~, ;."~:- ':-"!>':"<:""" :-2: 88 + 13 .. 101°F ell". -: O._O~
4l s ";- • 0.01
Fig. 14.4
stt-t1on Heat Balance: Run No D'r-l., station 2.

II
 r"'-'I11111!1111"""
.1
\'t ' : I ~, ;
rff . ' : .. :
~II
!I

41.17~ . . 68.932 50,255 , £9.666 • 41.519 I /~ 68.885

@ @ @ I @
@l @ l'
75 . 93 75 107 75 . ! 92

I '---- '" _l

... o-:':"'~ "!""'::-t. :'.[- "-; ":' C:-'.

-l
i

_ _ _ . _ _ ...l 108 112 107 107 H2 107 IL...,.,-_---'

100,92.1 33.753 121!.,9~_ 6l,9~

91 100
,
199
.
l 9;
.

... ~ --:--
T -~,-"", ", __._,25....321 . ..1" L, ____._~ ...,_, ___ .-l35~~J_ 102.28l
'\0
f·t.:~t ~·C~ 3

:-.-.~".~.::! ~ .~~

!'::~a:::' =" .."),?7. !n! 3.597.000 Btu/br i't = 400

::e~: ~r. ,-': '~k~ A.., 200
1.100,000 Btu/~
,\s = 1-00
~~~- ~c -:~:e~!~~ ;i~: 2,497.000 Btu/br
ASY"'" 224:
0
~re;:t":":ptio:: l .. ir: 119,96i ctm @ 90 F (avg.)
f...::- t:'r :'. :~:""-;~C.t~l:""~ ~i"'~:
2,491. 000. C·:Y. =I •.0
l.oB x ll9.961
= 19°F s
~".~"T St:.t:.r ~l ;.. - ~ ·- ....·... ,:.c. ·( -,,:.;l"~; 109°F tv .. 0.03
.ev-. 0 •. 01 :

Fig. 14.5
Station Heat Balance: Rwl 10. DT-l, Station 3.

N sdtbr_1IiIIIIN~'~"'~""""""""" , ..... "",'~

ll~
 --~

temperature can be eGtimnted readily. Further~ given the SES-~omputed

aver nee temperature of the inl'lowins ventilation air, the av(>rae;e

temperature ot the air as it passes through ~he station can be

calculated (calculations performed manually in this manner tor

illustrl'tive pm-pOGes are ~enerally within 1 to 2F of the averaee

ot the SE5-computcd r,ubsegment temperature). In the case of Station 2.

the average ventila+ion rate of the station is approximately 186.000 CFN

at· an average tecpcrature of 881". Thus, the average air tempernt ure

rise based on a net heat load of 2,623 MBH is l3F, resulting in nn

averaGe station air temperature of lOIF (25F above outride ~mbier.t)*.

In contrast, the ventilation rate for Station 3 was approximately

120,000 CF;·l. or 66,000 CF:·I ]eGs than for Station 2. This reduced

ventilation rate results in an nveraf,e station ventilution air

temperature rise of 19F and an average station air temperature of

109F.

The reduced ventilation rate ror Station 3 is n result of the

rE'lative operation of the trains on the two opposing routes. This

effect of relative train situation on station ventilaticn :i.s evidenced

by Figur" '14.6, which shows again an average air temperature distribution

through t.he base system but in this case with the trdn disrut.chinS

altered such that the simultlln~ous dwall occurs in Station 2 of the

system. For this tl'uln opel'aU on. the peak t(·np('r:J.tUl"(~ ... i thin t he system

occur!: in Station ;~.

·/lote: 'rile r.ES-c''':~:FHtC'd hC::J.t l!xch~~nl~f! lwt ...·e!'n the ,.t:lI\J~y nil' f111d Ct'\"lcttll'C'3
in sr.:; Sil:.ulati('ll,; l\!'l'l:«ml.Nj in ~,·'tL·I"; 14.1 thro\lgh 111.10 is br,s('d on a
strut't.u1·t...~ t;U)·f'~l{·l., ·.,":Il) . . . '·~'lu!·l' ..... 1" ~::):.'. J'f")L:I~Jcd ;'~i'~:~ CCt11"J.tati();1~: ("!" .t.hr-
l<mc tel'.:1 bl'I:3\'icl' 0 r t he ill', t r i :1;', III'C 1'I'(·:','nt.cl, 501 Sec:'lol,,' ~.II.l1 and 14.12.

14-10

=---=-~
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·'Ii
'~fiI~~ I~.' , i
+'111"+* ''''''MTW'~:~1.''''': *4 ;W:P4f~1MllflRlf!,f9hfff~~v~"~'m~>:)1I'~'!1~""I"I"'.' ~ 'II::r'!l'f, 11:"1'" '"~~"';~11'lil'\,rl~'"i'~I' rrr~I"!l'i~~~~;fIfIiI'"\·'·';'~"'t;rr'lT""IIIf:',/!. "IIl",,"-~~lI'~~l . .•.
1111,. i.;. ;*"',.'..N;"', . ..,,,".,, .• , ._, ....... '-I' "
Iii
r,.\ [III ( i ,,.!\Mtlll 4b 1~,1(~ : J
'I

,
r.1
I:
Tra::'nl! ~ll $imulta'1eo~sly' J~
.~~2.: . !
, 110

iJOO1
. Q.'!'
•,,J:.
~. '.
'P
'·90 ;
,;
:G'
:.f-<
.
,~.
:,.. a"
:<:1;7\1 i:
;. .i--- ___ . . . _~
.... :&\ '
.;:-
. , , .
....I
.... ~ 70 ii . "-..Outside
". ,.. .
~bieni 't'

I ! i 11 .
10.000 12.01)C 14,000 16,000 18~OOO 20,000 22,000 24,:000 26~ooo 2S.!oo, 30.000 32.00P
l_ '" Location, ft. ,
J-- Sta. 1 ....; . . .... 3 Staf 4j¢S5";
_L-_llrrY I lD· •
I: I r S l : In t
• ;,.
. il~1 :,~, I ! ~
,L

Fi~. 14.6
Sptem.'!eIIl.P!'8rat~~ J)1.$ibutt-an: Run No. JtT-2
(AJ,titrC 'l'rll,in Situatilon).'
.~ .. ~.-.- i

,
.1•. _.... _ ..... _____ ~_._

i
,... I _.I"o_h'.'." ,. .,........ _0. . ~","", ,'I, ,,,. '"...oj,JIJI....., .. ~~.-'., .,.,.~ .... '"~ ..... '''_, .... _,(j,Ii\j_"'•• ,~.,_, .... ,~ ,,",-,, -_Ju
 _".,,_~,,_",,~FC

---- ~~-~~~.--------~

The effect on ::;tation ventil~tion is more explicitly characterized

by figures 14.7 and 14.8. Figure 14.7 ),llustrates the flow in the tunnel and

blast shaft adjacent to Station 2 for the case of symmetrical train

operation within the suhway (simultaneous dwell in St~tion 3). These

flows are plotted in time dependent fashion against. a train situation

diagram so that the interactive effects of trains operating on the two

routes through the system ca;l be examined. The fraction of tunnel

air flow which actually serves to ventilate the station is, of co\U'se,

the difference between the portrayed tunnel air flow rate and the

shaft flo\l. Hhen a train approaches the station on route 1, a large

percentaee of the tunnel air goes into the station with a relatively

small amount (about 25%) being diverted into the blact shaft. Similarly,

when a train departs the station on route 2, only a small percentage

of the tunnel flow is made-up by flow into the syste~ through the

blact shaft, the remainder again coming from the station. 'l'he import.ant

thing to note is that the train operation is such that the dwell tiltes

within Station 2 are shifted. IVhen a train is dwelling in the station

on route I, the train on route 2 has ah'eady departed the station and

is operating within the h:nnel. Figure lL. 8 portrays the same tunnel and

blast shaft flt-ws but for 'Crain operation where both trains d·.;ell

simultnlwOllsly in Station 2. In t,Ms case, a JW'ger percentaGe of the

tunnel rt~: r flo'" mllst flow th:'our,h the bl :.tst r;hn.ft. I·Then trainr. appronch

the station slmultn.necusly they !;JUt,t c('::Ipd.e for the ail' flow tilrough

the blast shafts hna tllrQ\I{;ll the station stairwllY. Siulilarly, .... hom
~-

the tra.ins d~p<!rt the :;tntion. 'die only flo .... paths nre the r.tllirway and the

j
I
c~
 .,
I' '["
~."""''''''''.,,"''.''
I'I!' "~I'"~

'.:11'
,'I,'
I""" ;: .11' 1:.1 ~
H
I
\ 120, ,'\ ~!
~
\ :1
, .(
:\. -,
,
" "- '"
1
"-
......... :t
\ , •t Ii
\ "
\. li
'\ f
;/. j1
" "-
" " ..... Route ~ 80 (: !!
", \} 1
"- ..... ~

'"RQute :2
'- ~ 6o, I,
'- I II '
, II
"- I. .
II
"-
~
.... ~
.c:- 40
I
"\ \
.....
W
\ I B (Shaft)
Train Situation I
~: 20
I
\
I:
i I

1_" 1'/.
/' i
JI
l~.OOO 15,000 16,000 17.000 18,000 -600 -400 -200 0 200 400 600
Locat1on, ft. ..&.' Air now, Ra1e:,efill•. X. ~ 001.
sta.l ,.... Sta.2
-IYl II . BJHr't:,I~ -- '1
j
i¥::j , 1
I J,I
~. I
F5g. 14.7 II
Et'f'eet ot' Rel,&t:ve Train Sit:uation on Ventiilatl;OJl S~ 1!'l~':.:
iii
Run No. DT-1
n
I
l.

J
 .1 ',' it ·1" I

J 120
1
t \. J
f , .....
100 . ~(1fInm~1)
, 1
, ~
Route 1
'""
.........
... ,
....
....
...... ..... 80
..... .....
.....
......
( ............ ·.... ,~tl! 2 60
/.
....
~
I t ""'\
~
\
:f
.~ I
iL~
{
Train 81t\'ation ! 20I
I
f
I
J .
I it \ 01__ '1 . )'1
~IJ.OO... 15.000 16,000 17,000 18,000 -600 -hOO -200 0: 2(Xl 400 60()
Bta.l Lou,tion. n. rSta.2. Air nov Rate, "':1m...x i .OOJ.:

....J LJ I It 11 I1fr-1 Y 1-1_

1,_ I
i . ,,'~'~

A" Fig. 14.8

Effect O't ltelstive 'l'r.in Situati01J on Vetlti;latiQn S1W.tt nov.
Run ~. DT-e .
~ !,"

'Ii
,:1
i'illl,
blast shafts. and both trains are operating l>imultllllcously to pull

air through these passageways. As a consequr;nce, there is little

net flo .... of air tllrough the station from one tunnel to the other

and the station v~ntilation ce"'.

The implication of these findings is that in situations where

tr£l.lns approach, dwell, and depart a given subway station simul talleously,

there is a possibility of substantially reducing the ventilation rate

for the station, since tunnel-to-tunnel flow-through is minimized (the

same type of situation is encountered in underground terminal stations),

The consequence is an elevation in staticn air temperature. On the

other hand, the uniformity of the air temperature results for the other

stations of the Base System, including the train operations with

simultaneous dwell in both Station 3 a.nd Sto+ion 2, suegest that

i'or train situations other than the Sir-lUI taneous dwell case the

station ventilation is not unduly sensitive to the relative train

situation with respect to a given station.

14-15
 14.2 Domain of Influence

An accurate evaluation of air flows and temperatl~es in a specific

region of interest within a subway must incluje the analysis of a somewhat

larger portion of the system. The limits of this portion are denoted in

the case of air flows as the Aerodynamic Doma:l.n of Influence (ADI), and in

the case of air t.emperature 3S the Thermodynamic Domain of Influence (TDI).

The importance of this concept is emphasized by its implications in an

environmental analysis of part of a large subway, or perhaps an addition

to an existing subway. The most economical approach would be to include

in the analysis only the portion of the subway which influences results

in the region of interest. The extent to which the analysis must inclt:de

. subway stations, tunnels and vent shafts adjacent to this region is

dictated by the ADI and TDI (see Ref. 2 for a discussion of the ADI and

TDI in systems with a single operational route).

For t.he double track systems cOllsiGered in this report, the ADI and

TD! were evaluated by first sil:lUlating a six station systec, then a five

station system (the base system) with essentially the S3!:le train operations

in the five stations common to both systems. (See FiGUr~ 14.9.) The ADI

and TDI can then be ascertained by finding the location ..i.thin the five

station system where the one station truncation ceases to affect the

res\;lts.

Aerodynamics

The ADI was determined throllch a. et'mpurison bet';c~n the average vent
,
I
!
t
14-16
I
-- ;.
i
shaft flows at successive vents from the porta~ the five station double

track system and the corresponding vents of the six station system, (see
Figurc 14 .9). Figure 14.10, which illustrates the results of thhl comparison,

shows that the effect on vent shaft flow of the system truncation is less

than lO~ at the fourth vent from the portal and is nil at the sixth

vent. Stated another way, if the region of interest aerodynamicaLty

began at shaft numb~r 4 and extended through the remainder of the systeo.
then air flow c&lculation accuracy would suffer less than 10% in this

region by Simulating the five station system even if the system were in

fact six stations or more in length. This finding agrees reasonably

well with Ref. 2, whicb shows that, for single track sJstems, the ADI

included three vent shafts and the contiguous tunnels on either side

of the region of interest. Althougn the results shown i:1 Figure l~ .10

are based on a single vent shaft configuration (Av = A = 400 Ft 2 ,

C
bH s
= 8.0, ~ = 0.12). the simplified theory presented in Ref. 2 supports

the application of a three vent shaft AD! as an acceptable rule of th~b.

The TDI is a consequence of the tendency of the air temperature to

cascade from station to station in an increasing fashion from the portals

of a subway system. The cause of this cascading is an imbalance between

heat inputs to the system and heat expelled from the vent shafts, absorbed

by the sink, or removed by" mechanical cooling systems. When_ s1..ich an

imbalance cxi~:ts. the exce,,~ hca"; is carried throUbh '~hc sY-5te::l by

piston-effect air flow and the aiJ" becomes progressively hotter. In turn,

the hC'at expelled thrOUGh the vent. shafts and tran:n'erl'ed to the sink

increases wltil a balance is nchicve(.

14-18
 I •I . i' •t ~ I 1;,' ( \

1~5
I

1.4
x
1.3'

1.2 x

, .. ~. -'-----'
1.1
~

__ 1 -'---__ Q. J
LO r - ~ j --~ ---~- --~!--T- -------0
1
~ Sl:u!.t1.1!0.....JL0m Portal....QL.5~Jo~st~ .
al .; .9 . '
....1..f.J
(f] ~'l'
I ,: o
OJ", " '•
~B
..... T
~
): ):
.....I o 0 Cl)
'10 .7
&!&! Ii)
+'
j;.j
t .. 6 x t- ~nflow
~ ~ o .;.. Guttlow
.5

.4

.3
x
.2

.1

,Q

'Pig.: 14.10 Aerodynamic- :!Xlmain o-t'!nf:ruen~"

:!
 In systems with a. single operational route, this cascading mv,),

progress several stations into the system from the entrance portal

beeause of the positive, flow-through ventilation effect of ~he

uni-directional train op~ration. In contrast, the operation of trains

on two lvutes in opposing directions substantially reduces this portal-

to-portal flow-throUgh ventilation of the system and reduces cascading

(hence the TDI). Even with Single track, parallel tunnels, the

tunnel to tunnel communication of air flow at stations acts to reduce

the cascading eff~cts (see Section-14.l0).

For the five station vs. six station comparison, the TDI was

evaluated through the average air temperature distribution. Figure 14 .11,

which compares the average air temperature distrihution for the two

systems, shows that the temperature cascading progresses ?nly through

the first station from the portal of the five station system (it should

be noted thR.t a small temperature di fference, on the order of IF (5~)

of the station temperature rise above ambient in the stations, is

caused by slight differ(;!i1cc::: in the train heat rejection profile

between the t.wo SES simulations). Thus. it the thermodynruni c region

of interest b~gan with station two, accurate air temperatw'e results

,",ould be obtaine,l by including only the adJa.cent station one and its

contiguous tWlllels.

There is n decree of correlation between the ADI and TDI for double

track r.y:.tcmr. 'Which contrasts shurply with the single track system

observations of Ref. 2. The reaGon is tied to the lack of portal-to-

portal flow-thl'o~h vcn1.Hat.ion effect \.lith bj -directionul train operation.

14-20
 , , r.I'.'1 .11, I ,I,

120 i j
! '

System
110

...
0
. 100
al
~
+> ~:
,
It
,~~,t'
a!
I-r :\"
!If : \"
/"" -. -.I , .. \.-.
~ 90 -
CIl -~' i
Eo<
, ~[~_/
,..
.....
I--' «
.j::- .,
I CIi
I\)
I--' if &l
,~5-Stati::mSystem
I-. I
CIi
~
"
70 Ot..:t,.si4e Ambient.
!
,,4,'
i,
I· I
j "
01 ' i I I I __*-__ :_...........i. '.--J.-
o 2,000 4,QOO 6,000 8,000 lO,boO 12,000 14,,000 16 000 18,000' <CIJ,OOO
Distei,nc:e from Portal of 6-Station Sfstemi. ft. :
.; . L _ . ~ ~_+

St.a..O Sta.l Sta ;2 , SV. r

I
.1 hI • J Irttl ! 1&11 I Jrf, 1. H:
' ,'(n
6-Static~ System'
, Sta. 1 Stl,. ;,:: • ,ste;. J
1" " I !n,r Irhf -: '~ '~]El ·Fi'Plf
5-Sta~i.~ 3y'J3t~,,: ._- - L
-i
fig. 14. U Tl1erin.Qdynwiic Domgin of Inf'11.tende i"
This is further evidenced by considerinG thf~ average ail' telttpera.ture

difference between the twmels and. stations c f the system. The ventilation

resultinG from uni-dil'cctional operation of t ("ains on a single route

produces a relatively homogeneous system air ·l;emperature. with Ref. 2

results .3howing a station-tunnel temperature ,lifference on th,~ order

of 5F at most. The double track average air ~p.mperature results in

this report for piston action ventilated syst'ems shows temperature

differences between the tunnels and stations of lOF .z.nd more.

"
1~-22
Ij
 14.3 Ventilation Shaft F1uw Impedance

As d.is('ussed herein, venti1ntio~ shaft impedance shall be taken as

the impelance parallleter, t, defir.ed on FiGure 1 11.12. This parameter

include!: the square of th~ ventilation shaft-to-turne1 area rl:'.t.io as

well as the flow impedance of a ventilation shaft in velocity heads

and is in fact the parameter that dictates the flow behavior of the

ventilation shaft. SES simulations of the Base System were performed

with a range of ventilation shaft impedances to eValuate the effect

of this parameter on systp.m ventilation and te~pernture dist "ibution.

The results of this study are reflected on F'igLlre 14.12. This ;?arameter

the ratio of average ventilation shaft flo,,· for a gi ven value of t

to the ventilation shaft average floi~ l'cc,ultJnL; from a t value of .12.

These vent flows are compured Oll a one-to···one basis, and since not all

vent shafts are affected in an ic;.('nticE.I fashion, the result is a

ranc;e sho'w'Il by thp. vertical bars on U,e figure. The exception, of

course, is the Base System reflccted by the drcled datum. A Jine

has been faired through thesl! results to :portray the average efl'ect of

shaft impedance on the vent shaft flow rate. Tne results are plotted

both against ~ and against vent sha1't hea.d loss coefficient C for
llH
B
specified area ratios to illustrate the possible trad~-offs between

vent chart flow illlpednnc:e (configw'ution) and ycat shuft reference flow

area. Note, for exur.lple, tha.t for the si tue:.tion with the vent short

arca cqual. to the tu."ln('·l urea, a veati':'ntic,n shaft ~mpedance val\le of

10 velocity h0nds will result in the r:nIlll? ventilation shaft performance

as for a vent shaft with nn aNn equal to haH of the tunnel area ann nn

14-23

~--
 _.t.- :.1 O.3P

3.3~
,
.. ,_.,.j • ._.8~
,
·1··_··_····

14-24 --~~
 impedrulce of 2.5 velocity heads. This sensitivity to vent shaft

area is attributable to the fact that 4> is prvportional to the square

of the v~nt-to-tunnel arca ratio. Also shown on Figure 14.12 ip a

portrayal of the sensitivity of vent shaft behavior to the vent

shaft fl·w impeda..,c~ for a given vent shaft area, in this instance

equal to the tunnel area. In particular, it is worthwhile to note

that an error in the evaluation of the vent shaft flow impedance.

C~H ' on the order of 1.5 velocity heads, either side of an a~tual
s
value of 5 velocity head~ will give rise to an error in vent shaft

__ ow on the order of 10%. Overall, the vent shaft flow behavior as

a function of impedance is as expected. That is, as the impedance

parameter increases (head loss coefficient decreases), the vent

shaft flo',; also increases. An increase in <!> from the !'eference va.lue

of .12 to a value of .25 results in an increase in average vent shaft

flow on the oreer of 25%.

However, a comparison of system temperatures shows some rather

surprising results. Figures 14.13 (Run DT-4) and 14.4 (Run DT-5) are

illustrations of average system temperature, Figure 14.13 showing the

temperatures for 4> = .01 CAv = 113 Sq.Ft) and Figure 14.14 showing results

for the case where t = .25 (A v = 575 Sq.Ft). The ventilation shaft flow

for Run No. lYf-5 is on the order of 2.5 to 3 times greater than the flow

associated with Run No. DT-4. As woulc be expected, the tunnel air tempera-

turea associate:! with "he hic:her ventilation shaft flows are about 5F below

the tllnnel a!;:- tcm!,;:ornture;; associated with th() low vent,ilation shaft

flows. However, the stati~~ air temperature is not as predIctable.

~-

if
f

l~~c
14-25
1"1"
''''''''''''-
"!T"'"
I"
I'!'

.If' ,11.1'·\,
"
11°1
100
l:.
o ,
tI .... '!
I
J.
.E J' '0-
II)
~~90 I/~~'
t
....
~
I
· r'
!~
.. '

I\) . -~"'-'-~ , ------._--'

t1 ,-- Outsi4if, P.m~ien1; ~'--~ ,--
'" ~
70

___i _ ~~~~--'--- I _ _'_______ 3

10,000 12,000 14,000 16,000 18,000 20,0'00 22,000 24:000 ; '26-:1)00" ''28 ~ooo 30. POQ ,32. 000
Locatj ':In. ft.
Sta. 1 Sta. 2 Sta. 3 st". 4 ' :Sta.5
L In le]1 Inl -L::S!I ' 1611 I~

Fig, 14.13
System Temperature Distribution: fum No. DT-4
(N=4, t v =0.01. a=.25).
:

Ii
II
J,I, ,
 , 1111 ~

I"
I,'
I, 1"< ., tl 1'1
I
I"

110
I
I:
I

100
:i
0'"
.
"~
~90
k

f
'f.

..... !;ao
J:"' <I( I
I
I\)
--I t; +"
~ __ ---- L_-1-_
t I
~10 ! ~ Outside Ambient

10,000 ~2~OOO 14,IO'.lO 16"~oo 18,1000 2o.boo 22.600 24,'000 26.boo 28,'01)0 30. boo 32:000
Location. f't.
st!!. 1 Sta. 2 sta. 3 Sta.4 st_. 5
,I h~1 101 101 1611 101 t
Fig. 14.14
System 'l'E!IIIpe1'atur~ 'Distribution: Ran No. DT-5
(N=4, ~v=O.25. 0-0.25).

I,
,,,II,
, lj
I
ConsiderinG Station 2 for example, the rather drastic 5-fold increase

in the area of vcntilat:i.oll shnfts and ctairrlnYG throueh the systelQ

resulteG in a decrease in average station temperature of onlJ 3F from

102 to 99F. Note also that in the CO$e of thc system with larger

ventilat.ion shafts, the variation in nir temperatur", along the length

of the st.ation plat.form was substantially more pronounced, with peak

ter.lperaturcs exceeding the station teJ:lperature associated with the

smaller vent shaft area!';. Station heat balances illustrated in

Figures 14.15 and 14.16 can again be used tn a'scertain the reason for this

behavior. A comparison of these stati.on heat bala:.1ces shOl{s tnr..t

increasing the f>fficiency of the ventilation Sh0.i't..S has the effect

of reducing th~ comr.n.micatlon of .'1ir between the tunnels and the

stations of the system. For eXaJ:1p]e. the aVei"ar:p. flow rate into the

statitm from the tunncl_s for RW1 D'i.'-4 i" on the oroer of 137,000 CFl·:,

whereas for DT-5 thl.s tunnel-to-stgtion flo,., cOI.'llnunication drops to

approximately 81,000 CFJ.i. Thus , although the te::Jperat,ure of the tunnel

ail' for Run DT-5 is eenerally lower tho.n for Run DT-4, this be!'lcfit

in terms of station enviror~ent i5 to a large dpbree offset by the

pcnaltie5 in station ventilaUon. '1'he Grt~at.:!r variation in te:~pcru.ture

alonG the J cngth of the Btnt ion can also be tre.ccd to the poorer

circulntioll of tlmncl nil" thr(l'Jf,h tk: t:tation. In l,articu:Lli~', note the

I<Hl)'C'r circulation of air i"0r I\U'1 ))':'-5 on thr dr,ht-hund siue ~-,f Station 2

(Figure J:,.16). This is a conseC}UC'l('(' of trn.ills tending to }1ull more nil'

tlu'our,h the :;tation stairway nnd less1.ir frol~ th(' blast uhafts cOl1tir.u<'u!!

to the station '""'len clCp:ll·ti.nc;.

 ,. I :. ! ~ ; 'j

'i'
1 16,444
38,279 !' 39,656 15,818. 36,439
, 19.553
@ . @ @ @ @ ,~ @
75 93 75 102 75
I 98
I
I
I
I

r I
-, ~~.-
~':l :-:.."-=- . . . ~: '~.jc'J II
._ _ _ _ _ . _ . J , 100 102 101 103 1<13 101
----. L.
~ 8C,3~1 74,73-4 7~,8~
..... 93 98 9..8 95
.:::-
r6
\0
121,053
---. ----
86.49f __ .t __ ~. ___ . _______ ~1_ 39,119
~·.':c:':::..:~ 2

~ ___ ~ .:.:-":?'~~ ;2] ':-~2£.

7::.~ ~ .. ~:.: 3,641,000 Btu/hr 400

~=
:..... ~~.), ~ ~ ?: ~ r" : 1,235,000 Btu/hr A" = 113
A<;; = 700
;:(-?,'~ ---:. "~""'~-;-:~~-,:;:". }.:!,: 2,406,000 Btu/hr ,. . s...,= 113
·.··~~:J7·~:. s:~ :.C:-. 177 ,030 cfm @ 90°F

j...,.~-C'" • .'~:;'!"' ~.-.: ~'2::",e.t :":"'~~ rise: 2._406... 000 = 12° CJ-- = 8.0.
...crls
1.oe x 177,030
I' -.~;.~. -'':.:_ ('_..... ...,:-,'":"! -;:-'3."': - :!'"~. 900F + 120F = 102°F +., .. 0.01
'sv" 0.003
Fig. 14.15
Station ~eat Balance: Run No. DT-4, Station 2.

='~
 'I'f'

" ~ ')

96.295 ." 66,778 84,992 32.460_. 75'i47

@ @
@ @
! 'r- 23,~n
75 89 75 94 15 Y - 97

I
I

-,- --------------! i
I
I
~ .. -! ~ 1" ~~. ':~1 1
i
98 97 92 96 104 106
I
~-
I 64,272--": l-l62-~t4c
ll~..?-;8~8 53~P
87 95 I 10i- '89
I-'
~ .-::--
I
~ 158.602 ~62-:846-~~ - ,
___ .1 __ _ . 2f~"'91lt Df;225
o ~~ --~-- -- ,-~!--, ~-.---- - - - -
~~:. ::"C'Y" :2

~~ _~~._ :L~ ~~..;:::..

~C~ .. ~- .., 3.638,000 Btu/hr p.~ = 400

:'".:' ~
.. . ,c 575
: ~ ... c: 693,000 Btu/hr ''V =
].-'2 '" 700
: ; .._ :;. I.
f;:--_+-·:~"2.j..,":'0r. t-:~~: 2.945,000 Btu/hr
f..~p.r= 575
0
~'~r~::~' jo~ ;:-: 166,577 cfm @83 F
2·245,000 _ 60
-? ..... ~L"':-:::·r-; '!::·::e: .-" LE:::-- B.0
1.08 x 166,577 - 1 F
;,:... - ,.. ......
L-!: .# i::---- ..~.:.. "':: ~~' e: 83+ 16 = 99°F 4J v • 0.26
41 s T'" 0.08
Fig. 14.16
Station Heat Balance: Run No. DT-5. Staticn 2.

,Ii"
 The moral to be derived from these results is thnt simplY

decreasing the flow impedance of the ventilntion shafts does not

necessarily improve the envirolwent of the subway station. The

improvement in ventilation may be confinec to the tunnels of the

system, and t;h~re is a t.rade-off to be considered between a possible

reduction ir. ..tat ion ventilation and the reduction in the temperatu.1:'e

of this yenti.laticn air. This r~sult further emphasizes the need

for an intce;rated s;ystel'lS epproa-::h to the Evaluation of subway

environment and ways to jmprove thv env)~onment.

14- 31
 14.4 rrumber and Spacing of Vent Sha:fts

SES simulations of double track systcms with one. three and five

tunnel vent shafts between stations were implemented to ascertain the

impact on subway air flows and temperatures. Since the parameter N

which ider.tifies the number of sr.afts in a tunnel-station subsystem

also includes by definition station stairways to the surface. the

corrcsponding N values for these runs are 2(Run DT-6). 4{Run DT-1)

and 6(Rt'n DT-8).

The effect of the number of shafts on subsystem ventilation is·

illuf;trated by Figure 14.11. As would be expected, the ventilation rate

increases with an increasing number of shafts. In i'<:..~t. the relationship

is almost linear: doubling the value of N from 2 to 4 results in a 50%

increase in average su.bsystcm ventilation. whereas tripling the value

from 2 to 6 causes an increase of 100% in the ventilation rate.

As was noted with regard to the effects of vent shaft impedance,

however, the ~ffect on air temperature of the increase in ventilation

rate is not straightforward in this case either. Figure 14.18, 14.19, and
14.20, Which depjct avp.rage ::;ystem temperature distribution for N = 2. 4

and 6, respectively, show that as the number of shafts increascs, the

tunnel tcmperature decreases but the station ter.lperatUl·e actu:11ly rises.

This rise in th~ averaf-c station temperature is on thc ord"r of 3F when

N is increased from 2 to 4, and another 2F when 11 goes from 4 to G. Again,

the station heat balnncc for Station 2 will be used to study the rca sen

for thiG behavior. FiGure 14.21, 14.22 and 14.23, which illustrate the sts.tion

14-32
 lit! "tlll'.' II!' .1.I,I'·!I,

400

300
.. ,

Station/TUnnel Average
Ventilation Rate l'

(Outflow) cfm x .001 I

......
~
I
W
W

Dou't>lE! Trac:k Tunnels,

290
0.12
(J
.v ..=0.2$
// h =i 120 sec.
tI

, I
100 4 6
2!
N
"
I ~.
, Fi,g.14.17, .. : ,·· .. :1;·,:" ,
, ,j: I, • "
i: I
RelationsJllp Bri:veen ~Wrof Ventlltttion Shafts aildToltal ISt&t~~=-~ _~ent4l8iti~.i .
 f I 'I ~', r"l I I .1n 1 _" ( )

110

100
IZ.
0

i
"96 .11-(- -'-,.I - ,- -------;
'
t
L \ -',
I '''J I1 Ir I._-_.·- -.. -';.l..v- -----,. .

~
I
"
~80r
~
f til)
UI , . i
-----, ._-"
..".. ...II
tI
-
L:
l[j'i'· '
~ ~ OUtai4e ~bient
70

t I I , -, ~ I I j I 'b '
10~OOO 12~OOO 14.000 16.000 la.OOO 20.000 22,000 24.'000 26,1000 28,'000 30, oC) 32~000
, Location, .:f't. . , ' _. ,

fits. 1 StEi~ 2 Ste.. 3si"~4- Stil'l~'5

o I 'db I 0 .:rf1,:1 ' ·c.!111- iI I

Fig. 14.18
st-st-em '1'~at1U'e ~i8tr:ibuti~n! Run No. eT-6
, (Ne!? 4l :'0.12, Cl'l'O.25), '.
v'- ;
I

.i.
j

,j
"tt!I"

r, I It. 1: ; i ~1 '> 1 '__ , i

'.

110

100
I&.
0
~

a
S90fPi
I~
C-I
i r:"-\A 'V' .
So.
......... ~80
I 4D
W Ill)
______ ____ 1-_
'" CI
~ .-------
~
<70 ~ Outsi.de Ambien'b

I I, .. 1 '-'--+--'--+I-~---'
10,000 12,000 14,000 16,000 18,000 20,000 22,OOC 24,000 26.~OO • 2$.000 30.000 32~1)00
Sta.l St";. 2 IF~catiO~tli.~i Sta.-4 sta~ 5' .. .
,I Inl IrIpl I. Inl ·'01 lald·.1 II

Fig. 14.19
Syittem Temperature Di$tri~tio~: ~ NOt DT-7
{N=~ • • =0;12. C"'~~}. ,

_ it....

Ii
1"'lt1r'1

H "-IT " :') "'II,>

no' t i

l~ ~~ ·n! •.. •. .
100 ,t
....
0
M
I) 'j
r .
~9C1 Ii
.'j 1•.
.,s.. ,
j,
\ i :"
E-<
f
s..
....
~80
~M I'
.r::- II
I til __1_-
I
W ----
0\ l!
II '= Out Bld~~b1ent----
>
<70

10. 12',000 ,000 20,'000 22~OOO 24,'000 26~ooo 28~Ooo 30.000 32~OOO
Lo~e.t ion, :f't •
sta. 1 Sta.2 St&;. 3 St~.
~
4 sta.~
. ...
, ,I

~ I.-Lln IDI l o l l l Ir::d .J~~bl I II

, I
I
,,'
i
I
Fig. 14.20
S,yetelll TeIIlpel'ature Dlstr:lbutibn: Run No. D'l'.8
(W-6. 41v-o.12. cr=O~'25)~
 , l
II r
11!'Jif" ' , I"~' ""fl'" rl1l~ l'1'r''''I!!I'lf~I''" I'~',"~ ,'1'''
41"P' 44iWffiij'~'"tI
'f'fl" "l'rl~·'""

118.563 53.345_" 1
@ @ . ~, T;
75 92 •

(No Shaft) (No Shaft)

-"'---~'- .. -. "- .-----~

- :':: r-. . ;:,~~

94 92 90 94 100 101

---;---
9~8_02 6_~?
- --";-
~ 94 101
~
I ~:---
W
~ _.:lJ,~.710 ~ L .
22~8 -----.-----.---- : : -
:'L. 2

~-'!;"~~--2":::"

3,650.000 Btu/hr 400

'\
;:~ -.;,.~ :.,:; T!4,ooo Btu/hr i-.", ::: 395
'~·s = 700
.. .-:::............ :.::.. ''!"'. __ .'-;-}("'...: ...... :1': 2.93~.000 Bt~/r:
1\,:., ...\1..
= 395
~.-I":::~~~IJ :: 236.283 cfm @ 85°F
i~".· t .. "':' ~'" :--:.::-:r:: 2.936~OOO = 120F Gq:r '" 8.0
--_I.
(1.68 (236.283) s
}o-'- '" _ !"·-·7 97°F "v = 0.12
'sv= 0.04
Fig. 14.21
Station Heat Be.lance: Run No. DT-6. Station 2.
 j " ~!~'tl"" '~~ ~"'''' r',r I"', '"1'1 J' ~ 'I,', , '''T
filMP;;;, ;'Wi¥ifl ''i!,+t'WfP ~Ir
rfll'~'1fHIl"'fI'1I!""I' '"1', ,

:!:" "

!
16,241 I 50,353 71.583 30.235-, 69,215
@ @ @ @ @ ~fI -'I' 24.~61
75 90 75 97 75 98

-- . "
-. .. ---~-- ... ------.--.---,
'1 '. • ::- ...... ' ~ ~-. ; .. C'::1
I •

98 97 95 97 103 103 L__.J

-113.519'-- 'c8";475" 100,01.1
U...9!?T --;.>-
n ..
',"; 92
..... 97 to
~ -~

~ -.lUJ"JL., _. 7~~q4.2, __. ..:.. 3..4. .5.89____ 18.380

........;;-
r' ",:,.

~"!"' ~ -::~ . .::. ~.:-.~ 2-

------ ;:'-= =:. t
~' ..... : -:: ~ :v..... .,..,....
3.642,000 Btu/hr ,,"i. .. - 400
,.
"-
r· =
~_c ~.].I
808,000 Btu/hr v 395
As = 700
:''': ,:r:-:~': :.:. :<ir. ;:.:}" 2,8~,OOO Btu/hr
As..,= ~95
~'~~~:~~ic~ ~~-: 174,647 cfm @86°F
1"'., r"' • • •:::-- ~-.r~-.c::·: t'~:'e :ri s[":
2.8~~,000 = 150 F c B.O
1.08(174,647) LlIs

,';'- ,: ',:::':1 ~::-- :"'~:C·:.~ ;':-',: 101 0 r ofl ... II; 0.12
4>sv= 0.04
Fig. 14.22
Station Heat Balance: Run No. DT-7, St~tion 2.
 65.7 49 49.894 66,942 34,502, 48,006 ! J 26,416
@ @ @ @ I @
@ f
75 93 75 97 75 ! 97

i
i
I i
101 100 94 101 110 110 I I
I 1 1... ____
47,~9) ,-49, 7~O'-' 58.230
2~~J~~ --~.- -.---.-::..~-~

,... 81 97 : 101 91
.::- ! .
I ! 34,017 20~93t-
123,351 64.132
~

-,-,- po -
---- .-.-----_.
3.640,000 Btu/hr .\.. ;: 400

899. 000 Btu/hr v 395

~ '\, =. 700
:'" .~ !.
'" 2,741,000 Btu/hr
11.$'1= 395
....-.; .. -~ 148,354 cfm @ 85°F
I; 8.0
~.: -:..:-~ : 2,741,000 = 170F
(1.08 )(148 ,354)
:1 1Q20}' +v = 0.12
." . .sv= 0.04
Fig. 1.4.23
Station Heat Balance: Run No. J1T- 8, station 2
;1

1_,.--
 ,
.~

heat balance for the three cases. show that as N increases ;.ilC air

flow throuGh the stairways and tunncls into the station drops off

significantly. In retro~pect this would be expected: as more

shafts are provided for tunncl ventilatjon, there is a tendency

tor a greater percentage of the piston-effect air flow to be processed

up the shafts ahead of the train and down tlle shafts behi nd the tr ain,

rather than through the station. As a consequence, the increase in

subsystem ventilation with increasing N shown by Figure 14.17 is confined

to the tunnels for the systems evaluated. The potential benefit of

added ventilation shafts then becomes a question of whether the

decrease in staticn ventilation j.B more than offset. by the lower

temperature of the tunnel air entering the station. For the cases

considered in this study, this w<;s not the situation.

In sUllllnary, these results der.lOnstrate the potential trade-off to be

realized among N, tunnel air te~perature, and station air temperature.

Certainly. for N = lone could anticipate problems sincE' a single vent

'Would be relied upon to proct:ss all of thc subsyste;1 ventilation air.

Also to be considered is the question of air velocity. As the nurJber

of tunnel ventilation shafts decreases, station platform and stair.... ay

ve loc it ies incrcc.sc bot h in :nu.:;ni tuJc (lJld dUl'o.t lon. The maximum stairwa:r

velocity increased fro:n 630 fP::l to 840 :I'pm in the ::.ystt'L1S simulated, a

challCe of over 30%, .·hen 1I WfiS cll:.ii1Ced f'r<.,::1 G to 2.

t
j
=-~-:::--==~
 14.5 Blockage Ratio

In addition to the base system tunnel blockage ratio of 25%,

double track systems with blockage ratios of 14% (l)'r-9) and 35i~ (DT-IO).

corre~p0nding to tur.nel cross-sectional areas of 715 ft2 and 285 ft2

respectively, were si~ulated to evaluate the effect on environment. The

ventilation shaft area was held constant for the three systel:1s, thus

the vent shaft illipedance parameter. ~, changed for each of th~ three

ca.ses.

The effect of blockage ratio on syste!!J. .... entilation is portrayed by

Figure 14.24. To account for the <I> variation among the runs, the ventilaticn

results are superimposed on Figure 14.12. As shown, for a given value of

vent shaft ¢, thc effect of b1ock;::gp ratio on flow processed b J' the vent

shaft i~ small. This may seem strange wltil one realizes that.. to

l1A.intain the sa;De value of Ijl when the tUl1lwl area is increased from

400 ft2 to 785 ft2 to cause a blockage ratio reduction from 25~ to 14%,
the vent shaft area must albv be increased commensurately (frou; 400 1't 2

to 785 ft2 for tl:~ case of A/A = I). Thus. there is a potential tro.de-
v
off in increasing the blockage ratio in a double track, piston-effcc't

ventilated system: for a given vent shaft head 10,,:; coeffi cient. (Cill! ),
s
c=,sentj ully the IH.une vent.ilntion raten cun 1)(~ achit!vcd wi th ~:.~Dll er 'lent

shafts whcn the tWlncl area i~ reduced.

Figures 11t. 25 rmd 14.26 illustrate the aVel"MP system air temperature for

Runs D1'-9 and DT-10. As .;ould be- C'xpected, a cOl1parison of tllcsl' results

with ~j'r;teltlS hrvjTl[~ t1.l· f,rlJ;lC >f' v<llue but :.t blocl·.aGe ratio or 25;' (DT-I,

Fir,II)'';: Li .3. a.nd DT-5, Figure 14.14, reGpcctively) sho",s that s:vstems with
'

t
 .
'j

!
1- II I
l-.~---,- I

!-

---:.------- .;.- .. -.-._- .;

o
....
....
t!'l

,
.. --.:-------~C"_?

I'
,

I ----+--
.. _.+
I
.. ~~-.~-;
,
,
.. J

I
--+--~'I--+-"""-"""'--~'----r-..,....------+--------"'"
6 0.j20
!
I

. , .
,,- ·~~-·~----4-·~-~~_--L'T .. <-.1-~-,~._ .. L_.__ .L_.~ __~~-~--~_.__ ~ ____ 1___ .__ .j--_.- * .•.. r ~

, I ,I rig- 1 1.-24
V!l!l!l' Ci:r'1nol!~e ~at1o;on Atar. Ve~t1ll.~1on Sha.rti Flo't;
.j.
i-li ! .! -; ! : : : : :

I I: iI
1. .• J _.~_ ----I
i I
j I
I~_~-...J_._..L... j ---,-.J_.~_~d.L.1_ _'--~..J....-------...L_._,----. _j_ _. __i __ ~

14-42
-- ::-------~
 I, III' r,' .11 1',

110 I
!
I . ~

~()O I
o :1
.
II)
\
~ ,i
13 90
t
1
I , J;
~~
' ; . I

.:.
.
'
.:
: I!
z;i80
'" i I
t; . 1 1 - _ , . __ _
ftJ
~ -~-OUtside Ambient
70

I
10.000 12.bo 14~OOO 16,
50 0 :8!000 20,'000
. ,
~4 ,---
22,1 000 ~6--- 28~ooo 30.~OO 32!OOO
Loce.tion, ft.
Sta.l Sta.2 Sta.3 St •• 4 St". 5
.L 161 le:,1 Inl 161 Inl i " L

Fig. 14-25
System Temperp.ture Distribution: RUn No. D'I'-9
f~ (N"4. ••y",o.04, 0=0.14).

'I,: ild' iWN ted IHlOIIIIiIIIIIl.,,,-~~,"'-" ,."Hh "

 ,~ I ' I I

110 I

100
f&-
0
.
....
~
~
l/'Lj!
I
~O
I-'
+:-
I
..,... ~
..,... ...'" ---
•> ~ O:tside: .Ambient
~70

10.000 12~OOO 14;000 16;000 1B~000 20.'000 22.'000 24,000 26,000 ~8~000. 30.pOO • 32,000 i
I.ocation. 1't.
Sta.1 Stl!. 2 St&:. 3 ... 6ta. 4 1- Sta. 5

~----------- -~ ----------~-- ---.-------~-.---~~---------~-

J Irtf Ir-,I
------------------------- I - Irhl Irhl:1
-----------,- Jhl I.

Fig' 14-26
System ~perature DistributIon: Run. Ito_. DT+-10
(N-4. +v=0.24 t (71110.35).

Jd
 dif:ferent b10ckaBe ratios, but tile same ventilution rate and distribution,

will demonstrate approximately the srune thermal behavior.

I 14-45
I
f
 14.6 Train Operations

Headway

Results presented to this point have portrayed the environment in

piston-effect ventilated systems vith a high utilization factor (10 car

trains at top speeds of 60 mph and headways of 120 sec on both tracks).

This situation does not occur presently in existing transit systems, but

represents anticipated tut\1re operations in many systems. Therefore. it

is difficult to relate current operating experience to the ~igh subway-

to-ambient temperature differences reflected in the results.

The differences between the reported SES findings and operating

experience can be reconciled in two ways. First, "the results herein

can be adjusted in an approximate fashion for a more direct comparison

with a given operating system. The basic adjustment re6ards system

heat load and its impact on the subway/ambient temperature difference.

For example, if a given double track transit system hp.s train peak

speeds' of 50 ~ph rather than 60 and headways of 3 minutes rather than

2 minutes, then the subway heat l~_! will be roughly (50/60}2 (2/3).

~r 46%, of the heat load associated with the resu:ts in this report.
(Suc~ factors as station dwell time, vehicle air conditioning heat

rejection, and the change in running time betveen stations because of

the reduced operating speed also affE'ct the system heat load.) As an

approximation, the subvay ventilation can be taken as directly proportional

to the headway. In the prescnt example. this means that the ventilation

in this hypothetica.l system is about 61% of the ventilation associated.

with the results of other systems discussed in this report. Tl ..IS, from

14-~
the standpoint of a simple, approximate heat balance, the temperature

difference for the eXaJaple systc.ll is about 70% of the values presented

herein. For the base systeI:1, this translates into temperature

differences of about 10F between tunnel and ambient ruld 17F between

station und ambient.

The above approxioation is conservative in the sense of overestiouting

the impact of headway variation on subway ventilation. This is demon-

strated by the second approach, namely, an actual SEG siI:1ulation of other

system geo~etries and/or operational pw-ameters. Consider the system

geo~etry of run DT-7 (Fisure 14.19: ~v = 0.12, a = 0.25, h = 120 sec) but

with train operation at a headway of 360 scconas. The simplified

rationa~.e ....ould suggest that, with the .3ame maximtCl train speed betveen

stp'Jions, the 2/3 rc duction in heat load due to the head ....ay increase

would ·oe offset by a COr.::lensurate reduction in ventilation. In fact,

the SES simulation shows nearly a 2/3 reduction in the subway/ambient

teoperatl:re difference (see FigUl"e 14: 27) • A study of the ventilation

results associated with this SES s~u1ation shovs that, with the

inc} eased head'o"ay, the counteracting effect of OPPOSing train operation

is lessened substantially and the inertial die-do~ of the piston-e:fcct

air floy bet-.:een success! ve trains beco!les increasinGly importr.nt.

(Re~e!:ib('r: an a1l:lost i:.'op.:'l"cept.iblc tunnel air \relocity of 100 fpm in

a 400 ft2 tunnel cro:;s section provides a vcntilation of ItO,OOO cfl'l.)

TIll s findins h:!s a tvofold iI~;>:l.ct: (1) it- demonst.rates a b:l:1ic

caution to be observcd in tryinr; to c>=trll}-olate the r'~r:ults P<"rtrayed 1 n

14-47
-'" ,1

110

100
I&.
o
tI
..
~
+>
1190
t
It
l!.
...
.... ~60
\ , ,~I
t: : _ ! ' - - - - i _ ,_ _ _ _ - _ _
Q) II
II
t ------" ~OuTsIDE Ar;- -- "
:c70

I I ! I I t l- I I ! I '
10,000 12,000 14,000 16,000 18,000 20,000 ~~_OOO 24.000 26.000' 28,000 30.000 32.000
Locattcn. !'to
Sta. 1 sta. 2 Sta. 3 Ste.. 4 Sta. 5 ,
,I Idl J hI) 12=1L, , ', __,1", _,., ,J~I, • _I lrLtl : ~ 'I l

Fig. 14.27
~_ ~ture Distribution! Run t{o. D'f-ll
("'4, ty""O.12. 0=0.25. h=360 Slec).

~I~"~I,*NI"''''''''II'''''''''' I,~
this chapter on 'subway environment over too broad a range;

and (2) it should sUCgest to transit agencies with currently acceptable

environments that substantial future increases in system patronage

may cause a s(,rious deterioration in the environmental conditions.

Train Heat Release

Another factor materially affecting the subway heat load is the

heat release rate from trains traversing the system. As described in

Section' lY.1. the total train heat release in these simulations comprises

approximately 40% from vehicle air conditioning and auxilia.ries and

60% fro!'). the pr.;)pulsion system, braking enerey dissipation, and

mechanical losses. Of these heat sources, one is dependent on the

history of tra:.n operation prior to entering the system: the h'~at

rt<lease from the braking resistor grids. In the simulations tc, this

point, the bn.king resisturs were operating near thermal equil.i brium

throughout th~ system. The heat released during each travel~wE'll cycle is

approximately the same as the braking energy dissipat.ed to the resistors of all

the trains dtspatch~d into the simulated system during one travel-dwell cycle.

The resistors were assumed to have been hE'ated to 600F during several station stops

outside the portion of the system being simulated. If, on the other hand.
the braking resistors were initia.lly at MI;Jient conditions prior tn

system entry. only a small fI"action of the "Drakina energy would be

dissipated as heat to tunncl ond station air during the first station

stoP. the rerno.indcl" eoinG t') heat thc rcsi st(lr (,:ri d rr.o.ss. The braki!lS

heat rcle:t5e would increase on cucc('ssivc station stops as thc resistor

grid:; hr.otcd to,,·r.rd the condi tion where t.h·~ tc·:npcrntul"c-depcndent.

heat rclcnsC! dw·inr. n t.ravel-d1"cll cycle b'll~.nced nc:tin!lt tlle b!"okine;

energy dissipation.

A SES Rimulation (Run No. DT-12) was undertaken to demonstrate

this behavior and the effect on system environment. The results in

terms of train operation and heat release are sho\om on Figure 14. 2R

which depicts the velocity. power dissipation and heat rejection

as a function of time for a train traversing the simulated system.

The increase in train heat rejection from stop to stop through the

system represents the SES-ca1culated buildup in the g~id thermal

energy. Compar5.ng with Figure '14.21 which illustrates the thermal

equilibrium operations casp., it is noted that the braking resistors

are approaching thermal equilibrium as the train reaches the last

station of the system. It is important to rernembt.r that bi-directional

train operation acts to offset the heat load reduction somewhat:

the first station stop on one route of the system represents the

fifth stop on the oppot5ine :route.

The system geometry 'lsee. for this simu1(ition was identical to

the geometry for run DT-7. Sys~em temperature distribution and station

heat balance results should thus be compared with rtr-7 CI'J culations to

ascertain the effect of the altered brakinG resiDtor heat r~leaBc profile.

Fieure 14.29 represents the syst~m average temperature distribution for

run DT-12. A comparison with DT-7 temperature findinc;::; (Figure 14.19)

shoWI] temperatures on the o~'d(:r of 1 to 3F cooler in thc tunnels and

5F cooler in the stations. The effect on system hc&t lead is better

depicted by the Station ~ heat, bul fJ.ne<' shol,n on F':'.:; ),"(' '14. 30. Comparing

with DT-7 (FiG. 14.22), the average heat load in the stution is approximately
~""iI'''f'II'~I~ "1'1'"
I"

~'<~i£ ,:\ ,Ii:..'? f.,;~:'R\t:~~., \1fCTC:.R 461510

I-'
~
I
VI
I-'
CT·'

i~L
i i -.f-~U:-' .1

I-l--
fa '
;
h~-t
J C/
~ __ ''

~-j--).-
i : i
t---L..,-2
\-: i ..
l--~----!--

f :J-:
i
s~.
_ _ ___ 1 --_._, ..
Fig. 14.28 Cascading of Braking Resistor HPHt. RPl ........ • t).,,~"~
 111,',
rr.::.,·
, ' • TO -rl""E. :::~~"",I!: •• 1f.. TLR
J.(¢:.: " u' r t ,~-'1 :"F" :.... 461510

--;------. - - r
:. i-~----r--'I'T --- ! r-' r-
. t -'-
11 ------- --'0--'- ,-,- ------ .... -. --r r"'--"
- ,l.-.--i':' ,
f!:t,r,j: -1-'

. " ~.... :
f "'."" :--- ±r.--l--t-.-~
W:I----+~
~---' i
(
r_H-L
..... ! l i
.-~;-~. ~--­ , -c-~-:-'-h-
, ,,' :: 1-"
__-+-__.1-: ' !
! - ,-- '-'--r:-'--t
, I::' 1"

,-.-~-
~~
.i-t--,--;:---
-\r~f'- f i l l _-'- i__ : •
.... --+--
, ., - . .. ' . II ~
.. 1, : I 1 I.' ;' " j " .. _
, P" TI ,'11"'j" . " j . Ilf : I I ' : 1 < - , .
f"
1-'i1""'.
. ':
-[""[ ., ~\!.•" j II
VI
l 1If' I .I " ' ,. ,--' , . ,
~. I
I\) • ' , : I

: .-101 --·-t··-·-~----·-·· ,>-----f--;-J·-----

~ ~' i 'At' i j ~II' i, I'I'~ I
12000: 14~,;joo! ·z--- - -.. ----.. i --
l---,
' _., i .... I ' -' --. LX-I .••,., I .::i.: . .I. . I- ,~", •
. '. . !
:---~-+- ~---;.- . -. +----~-..... . ....... ""'' f
.; Sta.l i

': --r-T ----i--Flg: il.29(-·~-- --L-·-l-~~-+++-~-+-+--I-l$I.i~J ,.!

!- I
,- ~~~~~ _'!'~.P..~-!ij~-~!~tr~butjJon: lRun Nb.D'lt-l~ I'r:'! '-: I.' -;)-j-'-:- ..,;.l.j
I r . TN~4 • ., o.121,~r2~rf:r--:-'--r-T-~-~-T~I'- W.
. I :!: i I
I ,I : I " : ' i ' ; ·1!
I

.' i . '!--+--'--i-:-t ~+-.L++-t-----+T-~

.. ~ - . L_,-_.I~_._L __ J:__L~___L"_ J _LJ

• •11<.,,""''''.'' ,
J
 • _k, . .""'~''I
r ..; x:o :,,' ~!!L' L l ,.... ·':\.~J_:,'.;< .;i.,.> j!iiU
'II.'.' ' ,-' ......
'1'<'

1.

76,250 5'),364 71,584 30,242 69,tl83. I :

@i @ @ @ ~
75' t .. )1'. 2.4. 94.~53
75 ' 87 75 93

I
1
1
._1
--~-----
I
~
;"' -:-;~ r--,,,:. __._ , +', _, -:-,:' ~ i-:: - \_<. f
i
t •
94 9'3 92 9~ 98 98 ___ I I
._-------> ---------'
l
113,517 68,4-{1 71,936
-.;- 9~.2~~_-
86 90 94 88
.....
.j::"" ---"-- ----
I
VI _J.4.3 .. :n.4 72 ~432 . ·34.~~6l! _ _ _ 18.14]
W
<~' . :::' 2

.C' ...... !:,: :.. ':-: .::~>:-:..:.~

-- -.' r: : 2;859,000 1\ = 400

::~;.~ ..L ....... _, ",. r" Ay = 395
550,000
As = 700· .
;:r:-~ ~0 -.. p~~::~.~~~ ;i~: 2.309,000
Asv=. 395.
V~~~i:~.~~o~ ;~~: 174,789 cfm @ 84 b F
_ 2.309.000 0
C ':"8 .
l~·.~r~. )..:~ '-f"."'0e~!"'I.-t~:~2 ::":.se: LH - .0.
1.08(174,789) •. 12 F 's
., - ~ 'c'", -. ,:-:: -,.,'. :re: 96°F ¢v '" 0.l2

.p - :
SV - O.~.
!<'ig 14.3C Station Heat Balance:
Run No. DT-12, Station 2

~\II"l/1'''I~~'
"~r
20% lower because of the reduced. heat rejection rate from the braking

re::;istors. Since the piston action ventilation is the sarJe as the

DT-1 simulation, the result is a decrease of 20% in the average rise

of the station ventilation air temperature fror:1. l5F for DT-7 to

l2F for D'l'-12. This decrease, together .... ith the 2F cooler average

temperature of the in flowing ventilation air, resluts in In overall

dee:rease of 5F in station temperature as a consequence of the ther.:lal

inertia of the braking resistors. In terms of the temperature

differen~e between Station 2 and outside ambient, the 26F value for

IYr-'r ....as reduced by npproximo,te1y 20;' to 2lP for DT-J.2. This

also explains the relatively lo ....er dit'l'erence in tne

t.unnel tenperatUl'es for the t .... o simuJ Iltions: the tunnel eir

temperature in r1.U1 DT-'1 averaeed ab::>ut l3F above outside a'!luient

between 8tn.tions 1 and 2, while lYT-12 results sh,')" tunnel te::lpCraturef

in this reGion about EF above the outside ambicnt. Again, the

temperature ref'ults correlate \lith an overall reducti~n of about 20r,

in t1.U1nel he<"t gain.

Similar correlut.ionr. can be r:mde in cases where other contributorz

'\..0 totul trajll heat are reduced or rc:uovcd. Since train air conditioning

nnd tluxiliuricz COr.lpri;;;C about. 40;': of t.he train hellt release foI'

t.he cquilibrltuTl br:u~ine; rcsictor th('rJ~:ll cor.dition, this heat SOUl cc is

rcsponsible for about 4o~ of the GUV.;~,y tC;:Jpel'utlU"C rise ubovl;' ou~sidc

wnhien';. in run DT-7. In a r.y!1tc::' OPCl"<lUO!lli "'.ith fewer I-o'S:'f.'ll:~ers pel'

Clll' ond/or no vehi~lc air condU i(mlnr" this 1H":J.t load n.ay be on the
order of oae-fourth the value used in the SES simulations (271,000 Btu/

hr per car) in which case the averaee rise of system air temperature

would be about 70% of the DT-7 run (lBF in Station 2, for exa~ple).

In ~UIl1IJlary, the objective of this section is to emphasize that

the heat loads and temperatures encountered in allY sYEtem are dependent

on the operational features peculiar to that particular system. This

relates not only to the headway of operation which affects both air

flo'"s and he9.t loads as discussed in the previous section, but. to

the operation of trains in regions beyond the system being 3.11.?lyzed

as well.

14-)5
 i4.7 Mechanical Ventilation

As the precedine piston-action ventilation results sU6gest, the

ventilation created by the movement of trains ttrouGh a system may

not pro.ide for ll.dequate con~:rol of' subway tcr.lperaturcs. This situation

suggesi".s conslder~.tion be given to supplementing the piston-action

ventilation with :nechanical systems.

To explore the potential benefits to be gained from nechanict'.l

ventilation systems, the SES pro~ra~ was used to simulate the system

geometry associated with Run DT-7 (Fig.14.19), but with 200,000 cfrr

exh~.llst fans located in the mid-tunnel shaft bet\~een ea(:h of the

stationf'. The results, in terms of the [ystCl:! temperature distribution,

8re shovm by Fit; . .ill. 3J (Rt;.n 1:0. D'l'-13). The mechanical ventilation

sy~;tem had the cffect of decreasing st'ltion temperature on the oruer

of 5F belm.: Ru'1 DT-7; a dis<1.ppoir::ti.nt3 result i.n view of the large

capncity of the- i.nr,t~.llcd fans. All. overall hea.t balance for Str,tion 2

(Fie. 14.32) provi(1cs [l C~.1lE' 9.S to "!:.hc reason for this De-havior: recalU'1g

that the averaGe station v<.mtilation without the fans W~G about

17),000 CfJ.ll (FiG_ J1,.2:'), tlle r:dd-tullnel fans in,:rea:;cd the station

hntiluticlll by only 23:-;, to 216,000 cfm. COl;~pul'ison of Fi,~, 14.31 ann

FiC. 7. 1,.19 shows anuUllT in"':;cr e:; t i IlG point: evell wi th the l.lid-tcl!1m~ 1

fnns, the station "(,<.:I:I)'l'1':,j U1'C:3 still aver:lce 5 to I)F hott.er than the

t.he- nit exh:mGtc,1 by the fan:; :ir cc;r.inr, 1:'r.1'01l::h thc: 1::],:,>1. Ghafts

...
'~r!ll!' I
r ""'.'
)"I'HI .">,I11M'.fLU ..t\Jl~.}I"

i..
u-o j-
! 1,
~ t _. ~i
+ I!
j
i L
1":00 I
p.
'41 -i
.• !J
:-,.>
':f90 I

i _
it !' , I'
/'j :
1~80 fj i -- !:
I-'
."... . '. ~ ,
I lilt! ! I : ; j. .j,
VI - ----'-__ -----1-_
, -----!-------- - - - - - - - - ~l l--
-.I
I ---'--~---:'~ OutBid: I!mblent .
I
t~
:- 70 f

I I i
10.'mm--12~OOO 14:000 16.006' IB!Oc1o 20,'000 _ 22,'000 24,'000 26~OOO ~.ioC3 30.600 32JOOO l
. : Loe&tion,::tt. , . - -.-.- _ --I .
1-- + sta.l -.fi Sta-.2:·· - --.- : Stai3 . ~e;.lr J:St~~5j"':' -
r- J t 161 _l' 101: -., !Ir±-tl 4 101 :t. - tnl .tt: - II
, ., ,1:.
.. i ,.: - _L~.
tf':
T
I: . : . FiB. 14.31 .
: ~st. 'l!eI1llerature .Di.$tri'buti6n:.RunBo~ m... 13 :
(11-4. i':f~d-tunnel e:xbetust ch1' 200,000 cf'lll).

I
.1.,

J I

···'ibnallllllli' . . . _ -
,,101, I , ' I~,i
.,"1 :" "11 eo ''' ___ ''W "'"

~ .' ". '." 1 '

:'

106,536 I ~, 22,327 101,118 11,202 1 25@1l4 J 9,621

@ I l @ @ @ , I.
i 88
I @
75 'I 75 95 75 t ! 86

------.- ..

; , ....... ;~ .. ~ ... ~!;:" ... ~,.;:: •. ".~

i
,i I
_ _,_ _ --1I
i ",. 94 94 94 91 95 94 "",__ ___
: I
I I.~-'-,--,-
~~ 6~~_. , 1~840-'- ::!O'( ,O\L
88 I 92--;-
91 87
....
~ -E-
I ~.L.&1 , __ , 1,r3~"75!L, i " '. , __ ___ :2a8~9
! ,____,!.' __4-~ 21,502
VI
m r.'~, .... -~ c. ; 2
--;Y~:···e.2.: ;~0:' ~ ::'1~ .~;--.:'e:
---- --- ------
':""v":~~ .~.!'Io~,: ~r:!
3,64 3,000 Btu/hr .\ 400
;~~r:.. ': ":.c ":'- It..,. =
635,000 Btu/hr 395
As = 700
~:e~~ I') i.t:_::.::i.~tj:.r.. /~~'"!:': 3,008,000 Btu/hr
Asv= 395
~.ijl:..::~: L!.~.~.~ .):~ ;.:::::": 216,240 cfm f! 82°F
.:'~:fJ'. t:_'"" . . . f:""r~!"r:. .... ·:rc - . . ~.~.
3,008,000 = 130F C,I.H = 8.0
(1.08)(216,240) s
;"-;c- .. t-st:"':: .':'.1,- r~-~--~:t:e;"~:"11:-'=~
95Dr 4>v = 0.12:
4>sv" Ci.o4
Fig. 14.32
Station Heat Balance: Run No. DT-l3, st~tion 2.

-- .~ ""'-"'~.~---.-..
'il~i!11 ",1", ,"""",,,,k
'.
 , -

adjacent to the stations. The result is a well ventilated tunnel.

~th little of the pctentinl benefits of the fans being realized

by the stations.

A second SES mechanical-ventilation simulation was conceived

with the objective of enhancing station ventilation by removing the

adjacent blast shatts. The results of this simUlation run (Fig. 14.33;

DT-l4) contrast dramatically with both the previouf;ly described

mech~lical ventilat50n rcs~lts (Fig. 14.31 and the piston-action

ventilated system (Fig. ::.4.19) wjth this system c07,!'iguration, the

ventilation air exhausted at mid-tunnel must come through the station

entranceways, sweeping the station heat into the tunnels. The result

is a reve,:sal in the relationship between tunnel and stat.ion air

temperatures, with the stations averaging 5 to lOF cooler than the

tunnels. The longitudinal station temperature profile illustrated by

Fig. 14.33 is ~ consequent of the station entraceway location. Outside

air is draYP.'l through this entrance at the center of the station;

thus, the station temperature is lowest at this location and increases

toward the ends of the station as the ventilation air picks up

I\ddi tional hea-;;.

A Station 2 heat balance fur~her ~emonstrates the increased

staticn ventilation brought about by the removal of the b:ast shafts.

As FiG. 14.34 shows, the average station ventilation rate has been
incrcaned to approximate1;,' 3i.8,OOO cfm; nn 82~ increase over the

piston-action ,ventilated syst.em :1'1d a 41% Jump over the mechanically-

14-59
!'-c ..
~

____ ___ __ __•

ko.· ~~~~~·~ ··~_w~
----- - - -~~
-- ------
 i!
'''!':'''·'·'I'~.'.
~ il ! I,) XII I 'IIU., I ""tiM! lli:-r~ 4h 1!.J1.i
" II,
, I h'
r -
r"
I'

I
l .. ':._.L
I

i-11t I
"-~T"'"7:-

I .i i'
j
i l' 'I J
L
! :
I :
I. .,
..-It: \J I
j
IV I : I"
:1: . i :
:. ' I'; I : :.;. : !..... ,
.:+ .... j.I .t . .···Jt f· i._:: .. t~t .: . . ,I_.L--'-.__i.
.... iI i I
_ _ _~' .1.----'-__ . _1:''----
!o --UL~LIE'l~
I

.I . I .. I - ____ ....t.-,J ., . j .' I . I. .! . , . t t.. .

l..o.OOO :12~00c) llJ~OOO16.ooo I 13.000 20.iY.lO· 22,000 21J,OOO 26~ooo as~OQ() 30 OOO~~1)00
;ocat:ion • .ft. .;: ..... :c...,.... ,_. . .: .. _1 . .. ,- . ..i---.- •
I
,.
r7"-' • ' . .'
I <k.a ., .. _.3
•..... til"~ jt;r-I~ . ~b·"~';"
" t I .
I L....._ ~
..
.::t ~.l . . .
o f .C!J.: . ~
t .
n · .m:.·!'ttt.. . :::ti':::"-":"':/r·
~'" I ..r:··'····· •. , L ....
' 1 ' I ....... 'II"!'" .,. ,
I .
,
, '. , . : .:.' ". :CC:hElL::~: ::
, . "
i .i. _:. -- ----:-- --~- ••• . . : - . . . : . . . . : - - . - - ~,.:-.;......- <~

[ . .. . .Fi8~-i4:33·

~1'~~2~~~~!!~~~t~in~oQ~~im)-~~~~T .
1 :: : : :
i
1 J __ :.. .!. _ _ ." .• _. :L._•.... :.L~ .. :. :.!

••••r 1OIl~.:--"",,""-'~-""·· . ~ ..._ _•

,iI1Ill+ ..... "~,""""',~,.,_.,,.'. .~~ .., .. ~.., ............ ~~'~'<u1~'..._ _

I:! t

.ii, I ~'""J...J..'" .J... ..... Jil.iJ, i'jj'r ..... '

~,.I....w.M:L.W.wlI...........,.,~.. "ut.dtW,wH,'\!I'rn*d.'@l't tt ·.IL l.e N
~:"_,.,~illJlj., •
r!ll :1" 'l'ir ow~,:""_,,,·~ ,,... ,.
., I "II
"I! II} .. ,. j ; J.' _ ..•. ~', 'tl 1 • 1 ~)
II ',i§)

-1, 241,184 )46

; 1 I .,f,
~ " @
'- 75 85
y I

i
I
(110 ShaH) I {No Shaft}
I
T'·.-----~ .---. -------- ~-
! I

"~"'·r~:~··.:...L --, i ~ ~ . \' .: 1- ~: . --'- Cor.

88 86 84 85 38 90
---r 62-1.2I9-,?_ 161t?!3 ----7-
89 90
....c,--- ,~
___ .l:~5..t~5J __ ".: __ ">~3 ,376___ ......:;.-
.--- --------
i S-'.t:':::' 2

~?-~: l~~ ~:i~.~~

-"'"'.::.~ .~p.-~. r:.: 3,668 t OCO Btu/hr 400

'\'"
~ =
:: ~- ~"': ~ ':' : ~ ~.:~ ~ 164,000 Btu!hr If 39>
P.s :: 100
~:~.~~ -( :.~:=e~j:~ .. -~. 3. 504 • 000 Btu/hr ,
HSY= 395
':;::: ........ ..: '-" . .:~ 317.539 cfm @78°F (e.g)
;......-;;. "~:!'" ,:"I-_-;;e~~:.t·::"e ~i~:~~~: ~.5o;.OOO = 100 c.1H -- 8 .0:,
(1.08)(117,539) F s
,
.... - ,,- :;. ~ - ...... J ......._ -:.. r ':<
.I't ~ ...... 88~
~v • 0.12
.sv= 0.04
F'ig. 14.34
Station Heat Balance. Run No. DT-14, Station 2.
I

: II

'"" .""',""',,,"" •.... ,..~ .......... ,..... ~, ...... ~-~ ...,... ,,'
........-,'_ ..
.... .• -
l lu"i '..
ll~ , 'I'1MIIIIII'I'~_'''''''' -,~" ,-----
 ventilated system with stR.tion blast nlmfts. The 80F average

temperature r'~ Station 2 is IF below the station temperature of

Run DT-l3 and about l2F below Station 2 in the DT-7 simul~tion.

As the number of ventilation shafts, fan sha~s, and entranceways

1s reduced. the potential for undesirable e~r velocities in these

areas increases and should be carefully evaluated during system

design. In the present case, removal of the blast shafts I.)ntiguous

to the station resulted in a 75; increase in maximum inflowing velocity
through the 395 ft,2 net :f'ree drea e-."ltranceway, from 665 fpm to
1160 fpm.

As a general conclusion, these SES results show that the use of

mechanical systems to supplement subway ventilA.tion has significant

potential. To maximi ze' the benefit to be ~e:r i ved from sur:h system~.

careful consideration must be given tc the overalJ ventilation

strategy with a view toward assuring that the stations tenefit fr~

the supplemental ventilation.

'.
 14.8 Underplatfonn Exhaust
.....
A popular, altho,' Jh as yet unproven, mechanical system for reducing

subway heat loads is the underplatform exhaust systen.. As the lIame

implies, this concept relies on the siting of a number of air intak~s

beneath the platform along the length of a station for the purpose of

sweeping air heated by under-car components (braking resistors, air

condi.ti.oning condensers, etc.) from beneath trains within the station.

The busic exhaust system may be enhanced by a make-up air ~upply system

located across the trackway for the purpose of further promo~in9 this

sweep5ng action.

No transit ager.cy in the, U. S. or Cana.da currently has an oper'ating

underplatiorm exhaust systF:m. However, such systems are being designed

or constructed for l.tlant,"l. :11ARTA), W1'.shington, D.C. (I'1l'ATA), Baltimore

(MTA), and New York (~~CTA).

Agencie~ with operational underplatfonr exhaust systems report

varying degr~es of success. The Metro in Mexico City has reported dis-

appointing results with the u~1erplatform exhaust. The ~xhaust capacity

per trackway is on the order of 60,000 CFN, but the original installation

made no provision fOl adjusting the intake air distribution along the

platfonn length. In fact, an originally installed. mcasurer.tents showed

the undcrplatform Clth.ll1st flow to be severely localized in the 'Vicinity

of the fan duct connection. "Iexico City is currently in the midst of a

retrofit program to correct this situation, and preliminary station tcmpor-

aturC! rneasurements in retrofitted sta ~.icJllS suggest significant improvement.

 The Japanese heve undertaken one-fifth. scale model studies of

Uilderplatform exhaust systems augmented by combination air curtain

and ovcl.-the··train supply systems. Althol:.ogh not totally conclnsive

ill terms of the expected behavior of a ft)ll-scale system, ':he teste;

suggest that efficienc: .~£ on the order of 90\ extraction of the

heat releaseJ by a train dwelling in the station may be achieved.

HOhever, these tests corresponded to a full-scale supply/exhaust

system capac! ty of about 170 ,000 CFM per trackway. Bilsed on these

scale model results, constru.::tion of actual supply/ :xhaust syste.1ls

in the Tokyo subways is in progress.

As a ;,.art (' f the Subway Er,viror.mental Research Project, the

Associated Engineers developed a simplified medel of underplatform

~xhaust behavior for the purpose of making order-of-magnitude esti-

mates of exhaust capCtci:y requi:t'ements in the absence of defini ti ve

performance data on an actual system. The mo1ol is based on the

preltti.&e that, as a train dwells in a station an effective under-

platform e~haust must provide for at least one air change in the

volume beneath the train. For a train that comp'.eteJy OCGupies a

600 ft station, this volume io; about 18,000 ::i;.3 Ca!'suming a 10 ft

car width and an 8v('>rage clc3rance of 3 rt between ~he trackway

and undercar equipment.). Thus, if the d\<,'Qll time in the st.ation

is set at 15 seconos, the undcrpl.ltform cxhil\1st system ',;ould re-

quire a capacity af approxiln.ltcly 72,000 CFM pcr trackway to meet

th(\ air thilngc criterion, with no allo ...nlllce for "sl~orl-ciJ'cuiting"

of air through the gap between the platform and the train,

~--~

-==:::~
 A series of three SES studies were implemer';eo to shed further

light on the potential benefits and problems of the underplatfon,'

exhaust concept. These simulations focused on the questions of the

maximum potential benefit that may be real hed from an ulld~rplatform

exhaust in terms of station tcrr.peratures; implications of an exhaust-

only system in terms ot overall system aerodynamics and thermodynamics;

and the sensitivity of cp.rta!.n assumptions regarding underplatform ex-

haust efficiency.

The SES program requires three specifIc inputs to simUlate

the thermodynamic performance of an ull:J.erplatfonn exhaust systeJ1\:

the f',fficiency while the train is stationary within the station;

the efficiency while the train is moving within the station; clnd

the s:?ced below which the moving efficiency applies. As usej in the

SF~, efficiency is defined as the f~clction of the heat being released

by the train at any instant in time that is captured by the exhaust

system. The moving efficiency is applied c.nly when a hain is below

the prescribed speeci, and only to that part of the train that is actu-

ally in t~e st.ation at on instont Juring deceleration or acceleration.

Th~ overall systQm geometry and train operations for the undcr-

platfolm ('xhaust sir.1ulntions are identical to that usee! for run DT-7
(Pigurcs J.I•• 19 and 14.22). Thus, the effect of the underplatform exhaust

Cllll be measured agaill!>t the rcsul tl; of thi:, :;imulation.

Run No. DT-lS employed all aSBwucd um,cJ:pla lform exhaust eff l.ciency

of 90~ dUl:illg owel! and 90'lo while moving in the ntation bolow 40 mph
(lhe tlder is cautioned that these assumed efficiencies are speculative

14-65
and are not confirmed by actual perfon~ncc,tests). ~~e simulation

assumed a combination supplY!'Jxh.'lust system with no net effect on

station aerodynam~cs. The results, in terms of system temperature

distribuLon, are shown by Figure 14.35. A eanparison with IYl'-7 results

on Figure 14.19 shows the dramatic potential of an effective undErplatform

exhaust system: although the tunnels are only slightly cooler, the

stations are on the order of lOF to 15F cooler with the underplatform

exhaust. The reason for this behavior is better illustrated through

a comparison of station heat balance~: Figur0sl4.36 and 14.22 show the

ventilation of Staticn 2 to be approximately the same, as would be

£xpected. However, the unde.t'platforrn exhaust system reduced the total

sensible heat releas(!d in the "tation by about 85\, from 3,642 NBH to

529 MBH, resulting in a much lowe-:- station air t€'.mperature rise.

1\r. examination of the implicatiens of .. n exhaust-only under-

platfonn sysVm: on oVE'rall subway enviIonrnent was undartaken with

R'm No. DT-l6. This simulation empl',yed the Sill!'.f! efficiency valuf'!s

l\S DT-lS, but also included t.he aerodynamic dmulation of a total

station exh<"!ust c..apacity of ;!OO,OOO CFM. This was dCComp! •. shed by

ir.eluding two exhaust fan ShllftR 1n t~e geometry of I:he station,

e-:tch wilh a capadty of 100,.000 CFN. The reaul ts of this simulation

ara prc!lcntcd by Fir,un. 14.::'7 in ter'lls of sYb':em t~mpernture distribut.ion

A comparison with Fi-jt:r(>14.:;5 shows the oVf'l'nll effect l'f the 200,000 ern
st,lt.iol'l "!xl;aust to be it gell( 1' .. 1 reduction in 5'.. atiol1 and tunnel tempera-

turcs on the order of 1 to 2P. This result is to be expected for this

.DartiCll~<l.r £ubway envil'Onm('ntoll control concl.!pt, since th~ overall

eHeal of the C!xhaust system is lhe intro(~uct.;on of additional, cool

I
14-E6
t
 1/. f , . ..... T ',\ i, I ~ 41) 1'_' Il)

.1;11)
-,

1.
..._fa.

,.:
.... ~
V I
~l;--I-
~.--,:- _.'C: (ll.lt~;lde Aldbient.
:c.,. , - '-"_ .

..
lO~OOO 12,000 llt,OOO 16, 18.000 20,000 22,O(J(l 24;000 26,000 28,900 30,000 32'000
~ ..
:r.oe ati on , .:f't •
St•. 1 Sta.2 Sta~ 3 Sta~ij ·st•• T
.J 161" lril I IchL 161 ! "·:1 IrfiI:, .1 • Ij
.; "1 '
,i·--
I

Fig. 14.35 .

{underpiu.tt;:;~~~:e:;t~~~~;D:Vi~ ~ ..=!~ dlfe~l}··

.~ i

~ IW"
I~i •• F 0 • .....-........ ,.....
I iJ..
 1,"1111
MF!:Jt ;, ~1~1~1~,r'l
:' "'" ,,"c, ,,, t""~""""

": H' - .' a~:.. (.lL~~!M· "Jr -100 1~1iJ ,.,....... '--",
~ " t.. -, .','

l
73,907 " ~e,022 69.340: ---. '----~- -,,--: .-,. ,:
31,767 61.oPO
. ;-1'----'- .' r 25 .~85 : ,
Ji
~
!,. @ ,i, j @
75 1 ,J 75 • 8:<- '-"'::7;-., :-~-a~:':-! I

j '; , i
J 1 :-- -; _J
! i I
t
If !
' ---. -____..J L, _ _ _ _ _
I I .I ,
f
"'-'-
<"F~ ~ _ ,_ • .J'.1.
-"--''''"''l-t-u- o . "iC'+"ib"~io'n_ ~"_........ _• ~ : _ l ;1
I;' -,
I
:'1 ·t j
_ _ _ _ - - Ji 87 65 83 83 85
86.t L ,
,-" I
. ---- or 26.7
107.6.59
ts6
l 66,22l
---;:-
53
'7~ -~~--?-

87· , -85 ,
.
,~ '11WKLg
~ i35-.5-I~____ .' __ ,___~t2C;:_, _;_. ___i._:__.':_'_. ___L ____-'- • 3",.1~
-
t .3tat::'c!' 2
.;

'"~"tt!·all ~ ~~: ::,:t;e

-'''''" ....... - : -..,: -:" ,A, = 400;

528,000 Btu/hl- (3,:~4.000 Btu/hr extr&.cted by
..,',. : uriderp1o.tform 'e:ic~avsi J
~:~~ -: ic ::;l!:t:: .18,\100 l!t 11/**
'~:' ~395~;-::':-":',
, '
iAs :'700' ----.; - '
~~."~?_"': t: ~:'~r"--:::'b".io.: "~~ 5:'6,000 1:Itu/~ ,Asv=: 395
"Iter: '>i: ~!:': ~:cn ~.:. i!"': 170;760 c~ '@: a2 cr
):'/:-. ~,t:!" r.:. :-"T.'"!=f":-a tr:!~C ::"'~ sc: 5~.OOO"-k JOp .:Ca ;:8'"
, .. .,lJ.. -,
1.08(11~,760) , S. '

(~ :,~ ~
.. ~.",,:;:or: 0
. ,;.-'- :':r '.-""'-':"~~.t';:-e>: 85 ' .. -. -'4'{ =1>:':'12
, !
·!feat gain in 'this pa;rticular simulation beC'aU~e of 85'tF ~ =o~o4
Wall tem.p. pssuilpt:ioo. , s"" .

Fi,g. 14.36 Station Heat Balance: Rt:n No.. I1r~5, tt~~1.?n:...~.: __ >
I~

II.
 --------~

LAI
±

14-69
:t
Iit=--- ===--
outside air into the syst~m. The statioll heat bdlance on Figl!rc 1~.38

further illustr~te5 this concept. The combination of pis~on-action

and exhaust fans introduces 260,000 CFM of ventilation air into th~

station, an increase of more than 50% over piston action alone (Fig.I~.36).

The flow path by which 'this air reaches the station is largely in-

flue need by the interaction with the train piston-action. In this

simulation, the additional air flow in Station 2 came largely from the

station blast shafts, but inflow from the tunnel to the station was

also boosted.

It should be noted that for environmental control strategies

where tunnel temperatures and/or outside ambient temperature eXl!eed

station temper.ature, the underplatform exhaust-only scheme could have

the um:anted effect of introducing warmer aIr into the station. In

general, ho'wevr!r, the bAnefits to be derived from the heat extracti0n

by 'the system and the adced "entilation air in a station without

mechani~al ccoling would be expected to outweigh this detracting

possibility.

The sensitivity of station environment to the assumed value of

moving efficiency was explored w~th Run No. DT-17. This run was the

same in all respects to DT-lS, with the single exception that t.he moving

efficiency was reduced fro~ 90~ to 30%. The result was station tempera-

tures averaging about SF hotter than the 90\ efficiency case (see rig. 14.39),

although these temperatures ..... ere S to 101" cooler than Run No. DT-7 with

no underplatform exhaust system. '!'able 14.1 suggests the reason for this

f:cnsitivity: with 90". moving efficiency the station <;cnsible load was

reduced by 85\, whereas with 30\ moving efficiency th~ sensible load was

.....
llt-10.
 ,·;··"'"'·r~w
'. '11'1'''.-",·",._""
:,
1:1
Ii . 1I
"...... II,i
10 Xl:) r.) Tf'L ;'.::LNr(~J"lt.:1~ '"!'): 1!:lotO ,,-.... ,
:1
f ,; i i;
~,' "I: ~ L '"' L!O'!,o~ r, '_<-',
I,!
i,',,l
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,-I .j.: -_.--:---_.- .... r.-·· -·r- --:---,
. I
. t. . _. -.:.;
!' f~
. '".: .. ;..,,,.," ,.:::c,I:.. _L __ , • _.- j

118, 361 1 ).. 2T~aT4 55~75::r j l28.5q4 . I

@, ;@ i
L~9.623 : f 1.244.
I @ .. ·fr···.. ·tt·
·75- 1 I. J . 75· 'f. , -83-- '-"....1'.. ... ;82:'''~
-.--:....~

i· '1 .: II
I .... ; !
. j j
I J
. !
. i r T- · .' I'
+, .. .,. ~A '-r _, ," _.

; ] ,,"','<
.:.1:1.,10:11. .
I II : ::'~ .;:;,~," ,. .,e,,:,-.
_~,.'" "l~rc.. I..' II....
....:.....
I ,I
I; I I I I I
L__ 8T 85 J 83f· 82 I .82 I 83, L ;83 .' : ." !
, 114,~4 l08,8~ j I I I" I .:
r,
r '8:5;': ~~ 68:.~5!
&3 85 I I I ,I I I 82 . 83
I-' -:;,--. ~:c--- ~ .; I I I 'I' I.: ~ -:--
T !.l.5,181 . ___ . __ .. _,."..z~ :
l,n 35'..... ----.... I
__ +-~. I I I
[.....1...... . _.... L_.•._.....--L."I __ I ,
r---1--.~. I 95358 26,860
-:j
I-'
. ~:t9.ticn 2 r:-I : r .
. ·1·· . . . . .,.... '.. ,.. -........ ........... -......... -.
f 98,94,' : : 'siB,G7S
C,ve!·:.?.l:' ~ ?:112.~

:otal :~€,':it In: 528 000 *t'ti/hr \...... :'\=. .'!!_9..0_),.:-, ... J
Ee~-: ~c Sir:k: -15 oOO·:$tulhr'" , ;A,. = 395:
As =100' .
:;c::t::. ~o ~1,~~::.~:'le_tior! piy ~ . 6U3 ~OOO Btu/hr
. . Asv= 395·
r----:--- ··i
Ventilation Pi:-: . 2~~99i:crin:@i 82°F:' .,,
• . "" . gQ~tOQq~- T- _...o~
cL'IJ: .7". 8 •.0 ...
•~-:f. •.. nse:(LO~ (25~ ,991)- C::J'
t ::.r ; p~pere.t 'l!"e s.
:"."';f .. :-.7:l.t~on /J~r ,.....f'~.. F~:-::;:t~:rop~84.,.-:P 9'1 = , 0.12
-Heat S!!!!. in this ~icular simUlation pecause of 85°f' Wlil!t tetl\P.· , ,,
assumption. ,.. : ' " ~sv·o;o~ -i
I'"I
,'I: . Fig. 14.38 statioll Heat Balance: Rurt No. DT-lfJ, StatJ.on 2
',1'1

:1:
I ,.~
 ,'r , :

--;4$.)2 NtE;~1f1i~:lI'!'I"""" ",N'"4~~~ 1'II'1l1f1 ~ l"'If!'I'I~'!!'l"l'!f,'II~"l;l!"'"

"
.~
:

> • ,I ~ r f II '! r'l tiM' rI I ~l G I~! I i '

, II i:
I'
I"•>.
I.!
il.1
I!I·
11
I

: no'
I
"ll ,
'rY .. .1i
i· L_~
I
t
i.. rf l.
I
f :t i
. 100 I I
I I 1 !i
! .\ }: t
~ ~L 'i
Lf
1&0
[f- i ii,'
ir< ,
.... I :,. iI
I . ! -.~..
. !I H
...
.J:-
~ :1 ! i
I 1& I j
-'I
!-f. L ~. ! ,--- ". J-..-~-'. 4-.- I ~--,~-
'" ;.Ie .._ . , - - - ..
:~ OUtside Am't¢ellt·:
iTO·
'. . ~ , I

f·
i.

" ~
10 .. 000 12,000 14,00016,000 18.abO· 20,000 I ~!?"Coo 2~,OOO 26,0001 28~boo 3()~poG 32.qoo
, toe at iOD •. :f't. : : ' : . ~1
j' ~
I'
I"
1"1,

r" J I i;;l Ii ·s~~' Ii" 1;6; :1 tfi& l Ilib,'I' , 1 ,II'

I,
,.
~ ,~

.. ,... J: . i .... _....:.' i . !. .. j rl

I . , r:!
: I I! ~
I
.. ,- -:': .... :+ ;"': F!:g. 14.39· .... , . . . ..: j 'i I ; : .. C. . i·
.. .. ···1 II
at~=_atbre D1atr~i()n: ~.lfo.~..lj7 i I, . I I.i
I.
I'
.i;l·UDd
.. ' .. : ··at 1 'of
( .. ~_... ~;.... . ...• ~<U!ruq-:.... gO%J!lPyb&.. ._~IJIIlMll~.
' ... ' .....
'i'l' .'
t .~.' .... ....... . I ' ' I
1\
I !j
j
L~'-'-
 Table 14.1
Impact of Vnderplntform Exhaust
on Station Heat J~od

Sensibl~ neat Load (r·rEn)

Station 2

System Platform !.!:'ili! ~

IYr-T
(No Underpl~tform EXhaust) 105 3.537 3.642

Dl'-17
TUnderplatform F.xhaust; 105 1,408 1.513 .
30% efficient below 40 mph,
90% efficient during dwell)

DT-15
(Undcrpla.tform Fxhaust; 105 1,23 528
90% efficient celow 40 mpl'l,
90% efficient during dwell)

14-73
-------
 f
red~ced by about 55\. This reflocts the fact that of the total train I
!
heat released wit~in the confines of the station, on ~he order of 40\

OCC'Jrs while the train is moving.

Taken as a whole, the SES underplatform exhaust simulations d~~n-

strate the significant potential benefit to be realiz~d by their incluRion

in an environmental contrul str~tegy. The results also emphasize the

need for definitive data regarding actual performance so that these sys-

tel.IS can be designed with confidence. The tiemonstrated sensitivity to

such parameters as the moving effic5.ent:y indicates t.hat any performance

data must be broad in scope, addressing train operations as well as system

design.
 14.9 Four-Track Operation

A SES simulation of ~ system containing tour operational

train routes, Run No. DT-1B, provided additional insight into subvay

al:rod,ynamic$ and. thermoljynami.cs. Altho~h the twmel. and station cross-

sectj·~s were enlarged to 800 tt 2 respectively to accomodate the

additional tracks, the overall ventilation concept and vent shaft

impedance parameter, \II, wer~ the same as for Run DT-7. The resl'lts
of Section 14.6 show that, for the same train operation, similar air

flows and temperatures would prevail within the subway; thus, the

effect of the additional train routes can be deter:;)ined through

direct compari<.o'1s with DT-1 results.

Train op·eration on two routes of the four t~ack system were

the same as for Run IJI'-7, repreRenting 10\,03.1 servite. The two

addi tiona1 H),..Ites were expre5s routes, w:!. th stops at Stations 1, 3

and 5. Maximum Train speed on all routes was 60 mph, und the headway

on each of the routes was 120 sec.

The effect on system temperature of the additional train routes,

Bhoh~ by Figure 14.40, is at first glance surprisin1. Comparing with

DT-7, the air tel:lpcrature in t:~:'! local r-top stations (2 Bnd ~) is

act'lally abou.t 2F less thun the two-tracl~ cyst em results. 'the heat
balance for Station 2 (Fig; 14.41) sr.ows the reason. altho~h the avera.:;e

temperature of the ventilation air enier1ne; the station is ""bout 3F

botter in the four-t.rack simulati on. the passinG of express trains

through tJIC station UOOllts the nv<!rn(>c ventilation r~tc by ",}most 85%

I
L~~ 14-15
 :- ---'1-.-.-.i

j "': . . , . , 1 ... " ...:1

·~L-llr;_> ···I~:~~tHt;
~!--i=.::;C~~_~=-~:,-t:Gj:; ~-'. ;. _,_II i'-" '~."'.&n: ;."
:f; :- ~r' rj'jit . ! ] .:

--.~-t!..
:~"-.-'~ ..
i
: . ,i '
:.
. .'

.. -.-. 8
. ... ~.---
A
(\oj
'~i
€H+:: :.1 .~ •.•
.. ! : •. - .......- - - - .• ,,,
.11 :

'j" •
,.
..
. J.

.
~.-.- - ....+... ~~.:...-~~ .. ;,.:-~.~ ... ..J ..

, f:

§
. ...
..~....,......- !~
.. 1 ........ -....•.. . ~--- .., ............... .
..... ~

. ~~.... -
 r- ,,-...,
lCX ',""1 r'.) TUL (:U·":"!'"I"'·LJL~ .1:6 1510 ..-...
,. ,-'.,. r; t::.. r",'J

'] i

,
, i
87 .581 l1l5.~95 ,6Q.h27 1 ll02.~49 87~3611 " i
I
@
~,
i, @J t ~: ,i~ l'
75 ' - 91 , 75 I 94.5 , 15
t~~~T~'
!. 96
, "
L,

I
'I'
__ . __ .___ L ...
- :----1
1 :,,
I,
I
! .J
IL. --:------,- .:
I, l
f~S r:~~.I~_";?:·~l~c :;'1 ~tr:rn-:,::o~
I I
I I! ; I
I !
-------' ,--_,_i
95: 94.5 92 lob 104 I' :io~ ~, ,6~
~~,QQ 181..9~~ ,,.,10 "28 , ,
:, ....
if' 90 93 ~ " "'91-
';~ .,--::,. ..-.. --;.--, • I
98" ,_:;-
~
~!§9.J!!L ____ ,____.lJ,3.....6ll-..:...._ I_ ____ ~_~-L I __ i I ~
• 52.~12 :10,106

Static:1 2

,
:'ve::-al: Fea':: Ea't.::~e
-----
'7ctal 7*eat ::~: 4,~2j8,206 'B~u/hr

::ee.t 'to ~ink: 81.5.987 Btulhr

-. ~- As :,1200 ,,.,,
:'f:"'t; to 'Ie:'1-;i1ation P,ir: 3:139~tmIttu(lu' 'A!;v=: 78-3' ' -1
, :
,"~ntile.tior. Ah-: 320.WJ d'lII @: 89°~
-,c == 8' ,
:-~/t:". A:'r 7~:-peratu!'"e rise: : tH' A)():
d~ml~6&B) , s:
. ". =~acF
;'.·~·6. ~""t~..;.~!Ci1 hi~ ~flrpe::""at~lr~; P9C;P' of
"v =!O.i2

~"v ~O.05
Ii Fig. 14.4: St~tion Heat Balallce: Run No. DT-18. :Station ~;
1,1'

il
'ltl:.~'
i11:,11
 while increasing the station sensible heat load by only abou.t 15%.

As a consequence. the rise in ventilation air temperature in

Station 2 of the four-track system is about 5F less than in the

two track system.

SES-calculated temperatures in the express stop stations

(1, 3 a.nd 5) and it'! all the tunnels tor DT-l8 generally range from

2 to 5F hotter t:lan the two-route simulation. suagesting that the

add~tional heat load is to a large degree offset by the ~Qded

venUlation produced by the combination of express and local train

operations. The exception to t.his observation is Station 3. where

both express and Jocal trains dwell sicultaneously on their respective

routes. In this station, tc~perature~ range 8 to 9F hotter for the

four-route simulation.

The time dep~ndent air flows in one of the tunnels and blast
shafts of the four-track system are shown on :F'igure flo. 42. Thet e flows

are accompanied by a schematic train situation diagram portraying

train operation on each of the four trncks, to enable &. cause-a:~d-effect

intel'pretation of the ail' :!lows. As an illustration. consider tbe

abrupt positive peak (uutflow) 5n blast shart flow occurring at a

reference time of about 1) sec. In the interval between 0 and 12

seconds, air wns beinG drawn into the system b~h1nd the local train

on routn 3 which ho.d just clepo.rted Station 2. ~leanvhlle, the express

train C-rJ rc: ute I" cn rOlt1;e from Station 3 to 1, approached the shaft

creo.ting a greater piston action flow thAn that in the tunnel occup1~d

by the 10cnl t·raln. '!'he result vns a ohift 1n blast ahaft nov

1
~c~=c
--~~-~c--~1
----------=-----:-~::
t, ,

o....
....
10

10
•

- - -- -

_-M-
O~

zi_-.-~
direction, peaking Just liS the front of the express train rctach,ed

the shaft and once QGnin shifting direction as the express train
passed.

In sumr.lary, the conclusion of greatest significance to be

dr.awn trom Run No. DT-IS is the observation that the erf~ct of the

additional heat release to the system by the tyO additional train

routes is to be largelY offset by the increase in ~ystem

ventilation. This should not be interpreted as a general rule, but

as an additional caution to be considered in the extrapolation of

the results of' a given system analysis.

-r -y,-
 14.10 Twin-Tunnel Systems

The SES simulations of systems comprising para.llel t single-track

tunnels between stations considered the same station spacing and

train operations as the double-track tunnel systems, thus enabling

comparisons of results for the different tunnel configuration. TIlese

twin-tunnel simulations focused on piston-action ventilation, and

the parameter varied was the number of vent shafts betwee~ stations.

The system geometry was symmetrical in each simUlation: ~ach tunnel

ventilation shaft had a companion shaft ~onnected to the adjacent

tunnel. The purpose of these simulations was a study of the basic

behavior of subw"y aerodynw:lics and thermodynamics, rather ";.han

the development of a viable environmental control ~oncept.

The first twin-tunnel simulation to be discussed is identified.

as nun No. DT-l9. The ventilation scheme comprised t.hree shafta in

each of the tunnels (~ = 0.12) and the station stairway (¢ = 0.01). The

tunnel blockage ratio was 0.50. For consistency with the double-track

notation, the nUlllber of shefts in a tunnel-station suhsystem, n. is four

in this cnsp. (adjacent sha.fts in the pnrallcl tunnels are counted e.s one

shaft for compnrnti ve pu1'foses). Thi s simulation co;.. rClsponds closely to

r;!"ublc-track R\1rl D'f-7, the total tunnel area and total shaft. area b(,lnl);

the same in each caGc. The one d<'>p1u'turc f1'ol:1 cor.~"lonnlity is th{) station

stairway: the sta1r\'SY cross seotion ~o~r~epondc to the area of a

single ventilation shaft in both simulations, thus the twin-tullnf'l

system r-to.h'\lay a':ea (196 ft2. ~. 0.01) is hlllf the stairway ilrea in

14-81
the double-track system (395 ttL; ~ = O.O~j.
The results of Run DT-l9 are presented in terms of the average

system temperature distribution by FigurE' 14.43. Note that tunnel

temperature is plotted separately for each of the twin-tunnels. A
comparison with corresponding double-track results (Figure'14.19) shows

that the twin tunnels are generally on the order of 2 to 3F cooler,

but that the average station temperature is only about IF cooler in

the twin tunnel system. Choosing Station 2 10r a closer examination,

the station heat balance (Figure 14.44) sugge6ts the reason for this

behavior. The approach tU:1T.el air flows average over 200,000 Cn-f,

but only about 20 to 30% of this flow enters this pa.rti~'llar staUon.

the remainder being drawn over to the adjacent departUre tunnel

without picking up a shore of the station sensihle heat load. The

actual station ventilation of 153,000 CPl·1 is close to the 175.000 CF~·I

observed in the double track simulation (a significant percentage of

the diff~rence in ventilation is probably a.ttribllt~ble to the smaller

utairway area in the twin-tunnel siDulation).

The phenomenon of the recirculation of air between approach and

departure tunnels deservp.s further discussion because of its importance

in terms of station environment. BaGcd on limited scale model studies

(Ref. 3) nno field obscl'Vations, t.he degree of recirculation would be

@xp~cted to corr@l&te with r@lative train operation In the parallel

tunnelfl. vlhen the ud;lacent tunnels are occupied by trainR simultuneously

for a si6nificnnt perc~ntucc of the time a train requires to trnverS3

the tWlnel, the deere-c of recil'culnU.:In

'!t .. \.~ ....
. . at tho stntion portals should

----.::;~~~

-.ijl
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lO~OOO· 12~OOO 14,000

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~ S,Btm::;e!!~tr·ibli~~t~:·· ~5:}:*~i:·····
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 .,' lit I.!I~I"I '~I"; '~'~,~ ','I II I ' ,;r."I'''111~lr~'''''/OI'II'"'' '1 'f"IP:'I~'I.W~'~'*'lI'i .. ~

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~i:-~: .. -!m-C-f--'t<I:~~c~1-'~-rT !""'_tii. '.H:i4j.l;4~1 :T':_ltI~ -"'hr"'-- ,. 1"': .:. ::::1--,:,--,1, t I
Station Heat Balance: Run No. DT-19. Station 2. I:
i,L
be high. Conversely, 10Ihen the adjacent tunnelS are alternately

occupied by trains, the deg~ee of recirculation should be low.

Both situations are encountered in the SES tvin tunn~l simulation,

as Figu~e 14.45 illustrates. Recalling that the headway on each route

is 120 sec, Figure 14.45 shows the duration that each tunnel of the

system is occ~pied by a train both vith respect to the 120 sec reference

time and with respect to the adjacent tunnel. Note that each tunnel

between station~ is occupied by a train for 60 seconds out of 120 s~conds.

The fact that each tunnel is occupied by ~ train for 50% of the time

because of the short headway operati.on is sufficient reason to expect

recirculation to be of some ~if,nificance. With respect to the degree

of re.circulatic,;:!, Section 2 and 3 will be used f'Ol' compa:rati ve purposes.

Note that the adjacent tunuels id~ntlfied as Section 2 are occupied

simultaneously for only 5 seconds 0 ..' the 60 second station-to-station

run tiee, whereas the twmels of' Section 3 are r)cculJied simultaneoasly

for ~O seconus. The degree of recirculation between the tunnels in

each of' the section is shown by FigureE 14.46 and 14.47. The figures portray

the time dependent flows in the approach tunnel adjacent to the station,

as related t.o train situation (the sirnultaneom~ operation of trains in

other scctions of the syst.em will have some ef'f'ect. on reci.rculation,

but will be ignored in this discussion), The amotmt of' approa.ch t.unnel

air c:rawn into the departure tunnel at any instant j n time i:.; the

difference betwc'?n the approach twmcl flow and the station flow. As

Figure 14.46 indicates, a large percent~e of the }liston action flow

generated by the train approachin;:; Statior 2 on rout~ 1 (rrO!ll 0 to 40 sec

J
J.
 - ----
-
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+ ;

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T1:me.s.~ •

Fig. 14.45
Schematic of Bl-dirtc1i1011ai Tralli~6Per.t~on

14-86
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on the reference time scale} is processed tID.'ough the- station.

Shortly before this train stops in the station a train departs

the station on route 2. The negative station air flo\/' during the

interval from 40 seconds to 120 seconds indicates that the piston

action air drawn into the departure tunnel comprises a mixture

of approach tunnel air (the die-down air flov behind the route 1

train) and station air drawn through the stairway and the tunqels

at the opposite end of the station.

SharplY contrasting results are shown for the Station 3 portal

of tunnel Section 3 (Figure 14.47). The approach tunnel air flov for

this case is of the same order of magnitude as for the previous

one. However, as the 10'1 station flows S1lggest, the bull of the

approaching air flov iS,drawn into the departure tunnel. Only vhen the

train on route 2 begins braking for the next station stop do~s the

approach t~~nel flow provide positive station ventilation (110 sec to

120 sec and 0 (120) sec to 20 (140) sec).

The relationship between single-track and double-track piston

action air flovs in terms of station ventilation is further ex?lored

by Figures 14.48 'and 14.49 vhich compare the time-dependent station flov

contiguous to the tunnel portal in Stations 2 and 3, respectively.

for twin-tunnel Run DT-2l and double-track tunnel Run DT-7. These

compa.risons show that although substantial temporal differences exist,

the net station ventilation effect is sensibly the same in both

• r

simulations. T~is obscnratlon SUGbcstS t.hnt the lower tunnel tccperatures

1"-89
 I ~ t '

'!Ii
"'""'''''''''·''''
I ~,' .l( : -' '., • I I ' : , , I' '. I to I: .-; I ~ : ~_. :
T·
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! 0'
/" :....~: : . . . . .:;.~. 2

t ,./ ?c,-.:tr: 1 '" ';,.

( ;':o."':,~ on)
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( (Tunnels with
i Solid Divlding
i WillI)
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~1:Lir Si':'.;ation
Station flow for
/
. /./f 2"v , Systen with
.''''' ¥~.i
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Double-T.rack Tunnel ~
\ ,..;~,.
(DT-7)
/",,: /'
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'-"--r--"'- _ ..... ....,""'!.
__
.,!,4. Jr~,,:r,",,~ -,""CJ _~:Ol') _:?t"!1i
.' t rr') l)'~.'J'" .' . I,'::, 1 T ,0~'-} o 20rJ 400 600
f,i'" "':0''; Pate, cfu. x .00:.
-l LL! 1__ ::-_ '"I :·=::L~~_~~~·~_ . _. ._:.i ~~~ ~~! 7os~tiv2
, "". :"" t~_·-=- ;,-;('
-..·· ....-;.~l
j1 j - - .---------, :------ - , 'I" L i
- --. II II .t..' I" . --'.:

Fig. 14.48 Oomparison of Station 2 Ventilation:

Run No. 19 (']Vin 'l'unDel) and Run No.7 (Double TrAM Tunnfloll
 ,., ....... """.~, ."" .. " ..,.. -.... ....,....-
'~!1'_"' _
~') X I" r" 'Itr::::,' ~.rl!'·"~ 1L.r, .~,~ t:"';'l'~

! ~ t t. 1 '0": l

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" I II Station flow for

\. /"
~ System with
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Dou't!le-~a
A Tum1E!l (00'-7)
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/:< I
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, _ _ _........ _ _ _ _ ...1_._._._ _ t .:-:' ... .'. '- ,~-' C _ - L .. I... _.1-... _.1-_1. ... :.
--,'_.
::.f;,~OO 19~O:;c 20,C(;C 2:.0t:O 22,OCO -60C -400 ··200 Q 400 600
Sta.2
..,
t S~a.3 .Air rlmi' P.ate~ ct'm x · .. 1
Pc~iti·,"e
r-;!! _JL. __ .. _J"j:--'IL __ _ Flow'"
~,~ ~:::--2 3
:-. ":.1;1·· ..
~
L--r .. ------ '--i r-'-'-' - ;{ ii' ~·_JII ,_L '_J
!
,I!i!
I,ll Pis. 14.49 Caaparison of Station 3 Ventilation:
Run No_ lQ tTwln ...." ...." .... A Do .... v~ '7 ( """ ..... , _ m.... __......... _ - _ . \
11111Uil,
resultinc from better tunnel ventilation in twi~-tunnel systems m~

be tae more sicnificant attri~ute or thin system ventilation scheme.

The twin-tunnel systelD shown sc~eI:1atically all Figure 14.50 l Run

No. DT-20) was simulated to explore the effect of an increase in '.;he

number of ventilati.:>n shafts (N = 6). As was found for the co..~respOnding

dou~)le-track tunnel simulation (DT-B. Fig. 14.20) the added ventilation

shafts acted to improve tunnel ventilation. causing tunnel t~mperature

reduction on the order of' 1 to 2F, but at the eJl."Pense of station

environment where temperatures increased by about IF. A Sta.tion 2

sensi ble heat balance (Fig. 14.51) sho,,~s that the decrease in the

temperat,~e of ventilation air emanating from the tunnels was more

than offset by the reduced ventilation rate and consequent station

temperature rise.

The twin-tunnel, piston-a~ticn ventilation simulations have shown

the flow recirculation between adjacent tunnels at station portals to
be a Significant phenomenon in terms of station environment. Although

the train aerodynwnic interactions occurred indIrectly acrosa the station-

tunnel portals. the SES-computed. avernge ventIlation air flow into the
stations was close to that achieved in dOllble-track system~ whp.re the

trains interacted directly. 'l'he pOSitive piston-act.ion ventilation

achieved in each of the twin twmels provided for lover tunne~ "(;emperatur~s

Which ultllllately ber;cfitcd the stll.tion emrironment. albe.it at tbe

expense of higher platforru air velocities near the station-tunnel portals.

l~-92
 ifJ ,( T' Tv THE. CENTI METER "-(. '·f""
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 14.11 .1 ~at Sink EflItects

The term "heat sink refers to th~ heat transfer between the air

in the subway tunnels, stations and vent shafts and the underground

structure. Although this transfer of heat may be either to or from

the subway air depending on the time of day and month of the year,

the description as a "heat sink" has gained acceptance since atten-

tion focuses on i t \~hen the .;ubway air is relatively hotter than

the surface of the su). rOl'nding structure. The heat transfer rate

is d"'pendent on th;s air-wall temperature differential as \-le11 as

flow-dependent convect.ive heat transfer coefficient, ;vi':h heat

transfer to t.h,:, structure and surrounding earth (the sink) when

the air is hotter than thE:: structures surfaces.

For heat sink computations in the short-term, dynamic SES

si'TluJation" the program uses an internally cO~lputed, tiiT\(>-'!:'Iriant

heat transfer coefficient and the instantaneous difference in

temperature betwcen the air and the wall surface at c:Usclete loca-

tions throughout the system. The singular parameter in this SES

heat sink computation requiring further analysis than is provided

in the short-term simulation is the structure surface tempernturo.

This F;tl~face temperature is dependent on the conduction of heat

within the structure and the sojl surrounding the subway ilnd th-.s

is influenced by the thermal properties of materials ~n these regions.

Oth~r V:lrlllnctcrs of i~pnrtllnc(, in the dctcrminatiop of the· heat sink

bchilvi':Jr include the air flo\,'s and heat lOAds \"ithin the subl...ay, the

daily and yearly variation~ in ambient lC:i"pCr.lturc, and the tempera-

ture of the eilrtb far removed from the underground strut·to.ure (tho

14-95
 "deep sink" temperature). The evaluation. of the appropriate wall

surface temperature for a short term SES simulation at a specified

time of the day and year, accounting for the interactive pnenomena

which influence this temperature, is the function of the Heat Sink

Subproqram described in Ref. 4. The analysis used in this subpro-

gram has been valjdated with field measurements from the Toronto

Transit Commission subway system (Ref. 5).

A new system geometry was established to study the SES-

predicted heat sink behavior in greater detail. This system,

described schematically on Figure' 14.52, comprises three WldergroWld

stations, one of which has a full mezzanine with access to the

platform at e~ch end of the station. Train operations on edch

route are dhe same as depicted by Figurc'l4.2. with near-simultaneous

train dwell in Stations 1 and 3. rhe thermal parameters used in the

ana!y~is are sho"1Il on ):'ig.14.52. The dynamic SES simulation corresponds

to evening rush hour operations when .:he outside ambient dry bulb

temperature is 90 o P.

Results of thE' SES-h<.!at dnk simul;ltion of the system depicted

by Figure 14.52 (Run 1:11'-21) are shown on l"igure 14.53. III terms of the

system air tanporaturc and wall surface temperature distributions

during the eVening rush hour. Not f.hoh'tl are the estimated daily

ranges of these parwneters: the tabulill' SES output shows wall sur-

face temperature in this particular system to vary on the order of

lOP during the day, while air temperature v3ric= abouL lODF in the

interior of the system (comp.ued with the 20 a r daily variation in

out!Oida temperature). Of part] cular i.nterest .i.n tho Ulustrated

iiifjjjfi'fij -- m - --zws--
~-t -

~
14-97
--
~
 ,
'-

o
....
LO
.....
10
"<t

p.;...- ~

~.
.f
~ !AI
~ :i::
temperatures is the behavior of the wall surface temllerature in

relation to the average air temperature. The wall surface tcmpera-

ture varies along the system length, '1lajntaining an almost uniform

differential of from 6 to sop with respect to the average air

temperature during the evening rush hour (in this Simulation, the

heat transfer coefficient was such that the heat transfer in the
2
tunnels averaged from 8 to 10 Btu/hr. ft.). This further confirms

the findings of earlier studies; namely, that the behavior of the

heat sink is influenced to a large degree by the Subway heat load,

ventilation, and outside ambient condit.ions, the deep sink ten.pera-

ture generally being of secondary importance.

Another striking feature of Figure 14.53 is the temperature

extremes predicted for the station ,dth t11e mezzanine. Close

examin':ltion of the tempera Lure plot shO\~s these temperatures to

exiE:t along the platform between the two stairways to the mezzanine.

Figure' 14.54 shows the reason fot' this behavior. This figure illus-

tl'ates, as a function of time, the train si.tuation o. both routes

and the volumetric air/flOW rdte at three locations: in the tunnel

und st;:tion between the bl~st sf,aft and C.e mezzanine stail:way and

in the m':!zzanine on both sides of the stairw<:.y to the surface. "t

an~' instant in time, the platform flow is the difference between the

tunnel flow and the mezzanine flow at that end of the station. As

the results show, for almost 2/3 of the time (from 4C to 120 sec)

the platform is poorly ve~tilated, dnd most of the airflow is pro-

cessed through the mezzanine area. In fact, lhe average platform

ventilation is only ahout 80,000 cfm, or about 1/2 CJf the venti la-
j
tion in the corresponding non-mezzani.ne station, olnd the miljority I

14-99
1
 I'" "'t
III"",' "III:'I~I'I'I"'i' ..
r,,"":'''·11 .•~' ,
-__ ,.,~,.-,.l
"~",~",",~""...,...1t11,,,'t

I' i~
r;'---"",".' ' ' '
I '
\ ,-
10 X 10 TO THE CENTI METER 18 ".2', eM
I'N: KEUFFEL a ESSER co. ~ . . 't I" 1.I <. ~ 461510 -

........,
o
o

___ ,,_,_"""'".,c~ ,._,~.

~
 -~
----~------::!

of the station h~at load occurs in this at'ea. The particular combina-

tion of station geometry and train operations admittedly exaggerates

the cxtreme platform temperatures. The absence of a mid-station

mezzanine stairway decreases the flow of ventilating air along the

platform, and the near-symmetrical operation of the ·trains on opposing

routcs nullifies the tunnel-to-tunnel flow through ventilation. In

actual operations, the probability of a repeated simultaneous dwell

of trains on ~ach route is remote. Nevertheless, the results are

indicative of a piston-action ventilation problem which could arise

in sjmilar station/mezzanine configurations.

'the earlier generalization regarding the secondary importance

of the deep sink temperature holds true for subways in sailor rock

strata whose therlT,al properties fall within the normally encountered

range. There is a circumstAnce, however, when "the deep sink tempera-

ttrre can have a first order effect on the air-structure heat transfer.

This occurs when there is a migrating ground water condition normal

to the 10ll'Jitudinal axi,,: of the subway tunnels. This is obvious from

consideration of a limiting case: if the subway were su.·rounded by

free-flowing water, the outer surface of the structure would be very

close to th~ "'at.er temperature and would be essentially unaffected

by daily and annual fluc:tua';io'"ls in .unbient tempcratu~e. An approx-

imate method of accounting for the conv()ctivc transport of heat from

a subway tunnel by migr~ting ground water has beer. dev~loped by the

Viennese (Ref. 6). This approximation is simply a means of. computing

an "cffective" thermal conductivity ot the soil as a function of

migr.lting ground. wat.'Jr velocity and thermol diffusl.v.i.ty, and thus is

r--~·~
--- --- -----------=-~
--"

applicable in the SES heat sink computa~ions. A SES simulation was the

same in all respects to run DT-21 except for the soil thermal conductiv-

ity implemented to explo~e this phenomenon. For this simulation

(DT-22), the soil conductivity was entered as 17.3 Btu/ft. hr.F (a 13-

fold in~rease over DT-28), as determined by the Viennese methodology.

corresponding to a migral:ing ground water velocity normal to the tunnel

of 0.052 ft. per hr. (460 ft. per year). The results, in term!". of average

air and wall surface temperature distributions, are aho\~ by Figure 14.55

The wall surfaces ranged from 10 to l5°p cooler as a consequence of the

migrating ground water condition, with correspon.Jing reduction~ in air

temperature on the order of 5 to lOoP, the air'~':>lll temperatutt! differ-

ence, and hence the \'lall heat transfer rate, increased on the ':;;7"1er of

50%.

A twin-tunnel system' similar in geometry and train operations to

the dOl'ble-track system depict'O?d on Fig .14.52 'Was developec. to study the

effect of separated tunnels on the heat sink. Conce2~ually, this system

can be visualized as the double-track system with a solid wall separating

each of the tunm'ls and ventilation shafts into t ....·o identical halv~s.

The results of this simulation are presented by Figure:: 1 1•• 56 in terms of

the average air and w~ll surface temperature distributior in each tunnel

and station of the system. Comoaring with the double track tunnel ~e-

Sl\1tS (Figure 14.53). thEere d.J'~ U:_ee significant observations. First, the

air. temperature is lower in t.he parallel t\~in tunnels (particularly in

the tU;1nelf. terminating at a portal). This is indi .. ative of the' positive

tunnel v.'Iltilation ilchi"'ved in the twin tunnels as opposed to the .back

14-102
 . II•• i oj I

ll·. . -····"·'· .. ~···~~· . ----··-i

I') x:'.• f ,I rIlL \ ! h rIM!. r t" ..1b J!)JO ,,-,
1".',",1,;

II!

-14Q.

.. _1:1
l
f!
uo -~. -~
u+L: I i
i
r
I
1I Ii :
.,-~-+~
1
. leG!, i -t-_· ·1· i
Il .. I ;
g~~
t-iJ
I ;:
i q. I~ : ~
.,
-. llO i'
(Ii j :;
-"---'1'.i .; . i0!1" • ' :
El i
+> : ~
': .. I
:._;~ __ ~ r. i"'lrtr#i~apine! vfd~4~~f'
~
,... i j'" --....-...... ,....
-."'-.. ---.-,
I .!
.... <Il. - 1 - •
t A.
~ .
N1 .~
i __
...1.. ... __ c_L_ . --•.. ---1: .
.... ~. - 1:00 I
o 8
w :i
<Il
~
~ .
~ 90 ~-_.~'~iX -I'
'1 ~ . -t!-L~~rH~"\; V , :' _._._L. --- j
: .I ':-1
t·· .. , " , t .. I .ilr=t'"~T:1~~·
:,1 _; ,...... ~ x_ ....· 1'1.. -'j .-. hi •• I .
.J~'~.u ¥"irtu,~,
...
, ;'Il ' ~,. J,J""''L..- ," " ' I I ! ,

I \
Boh.--......x---- -~. -~~df-"r-··,w8.ll: S~face::7."~~)kJ..../+ -~-- ~+--pj~" +-:~ i- - ..
",.!t' . .
-fl----- --' ---.-..~ I
I ~""":" - ' j -. • -... I
T e m p e r a t u r e "Itt; " ; . •.1(;, t ;A'.: II - "r,:, J
-- : -- _. -.. : . ,. -, . . 1 .. .~ ...--.:.~.~--~-~--~- -" -- -------,:··"71
.. I· .., ..:. . I": .•
- ..,
1 . . . . . - - ............ ,,-... ·-t· .. ,
:. j" ,,[ .. :,,,' :
.1 i, ! ' ! :: '~r :-:~
... '1"": :,",:"l 1, ~ .:': ::j ':~:-: . :~.'
,. 1Q
lO .. OOO ~ ~, ,000 lB~~OO. ~O~OOO 22.~O: ,,~,"OqQ]--2~oob-'r~-~~[r'-J' ~:':1
. LOcation, Ft. , . I"! . : .: ..', I' I
-1~T J+~1""i 1 .•.
. ,.'. .~ .-.
I"
II
~ ... ~~. -~.. ~ - - - ! - - c I
. i ;-; ': ;;; ., Y~:~r--'id-f +-- -"T +-1
II
. 'riS.:
.
14~55:~shlit'1\ : ~".~~e Dlstributi~ij: .~.: .;'l--~~t·1 :-; ;.! ·t-. [ \:::T '.; ~ .·I,~ 'I
.~_:__ ~ ~~-·ift":"ailf""'~""'_"\,i;,..-¥-:·· .. C-l_L. ____ ._.... !_._.-'-".ll...:...---1 ____:....._,'--'-'
l"_~._., _._. _
II'i"

..........-.,.._.-_.....,._...
_
 , .:: ..
e:!!!-i £U
1 "

I
'160 :~---+--- .. --~
,
.. 1

.. ;.. .,-ce:; ·~gand:\,: .-~"., ·-:·_·i-:·,..L.:

..• ::).: . . 1 : .. :Bou.t~:l..:ahdlStiat!toD:A1rITetlPl•
. ~~~i~ja' .. ;Ro~ ~. 4~;~·+,:·-.J~~·~·i.. q

I . .. ' ' .. -~ .Routtl:abdStl8it1on,wa.l:~ Temp.

'~ ...-+-'-"-l.-~-1lJ;-' :R~ __U·~; ...
~ :St~ •. i 3 :*tz~ine Air ~Pe:
'-',Jrrr.-+-___",,"-.,Sta.; ~Me'z~antne.W~.T~.

.!

----t-

:·100:

-
.1

-
...:;; ."

z
.j ..
80'
" .. f
...:.;

7{j· 12 ~ 000 --ii..J:l-o-OO-.;..1-1';"6-,+t-O-O-:I-1-8-.L-O-O-O--2-0.J.~-0-O-O"'·-2-2-'·.L-i0-O-O--'"-2-4

..Ji.-
oO-O..........-"--
10,000
Locat ion, Ft.

Sta. 2 Sta •. 3

Fi.g.. 14.56 S11J.~ T!!Impel'atura DiBtribution: Run--tttr.!J'f-2J

(Ht>atSink: ~ n oNin-Tunnel
. S1BteJ!1) .,

14-104
and forth movement of tunnel ~ir and correspondingly poorer tunnel

ven' iLltion in the double t:rilck tunnel. Second, the station air

temperature is only slightly cooler in the twin-tunnel system. An

examination of the temperatur~ profiles shows the reason for this

behavi~r. Considering the tunnels between Station 1 and the portal,

the air drawn into the system from the outside ambient by trains

operating on route I is cooled by the heat sink from 90°F to about

85°F by the time it reaches the station. However. because of the

short headway op~ration, the recirculation of this cooled air to

the adjacent, outbound tunnel (route 2) described in section

14.10 is such as to permit only a fraction of this cool air to flow into

th€ station, the remainder flowing across to the outbound tunnel.

"rom a temperature viel,point, this is evidenced by the relatively

cool~r air near the station in the outbound tunnel: if all of the

..
air drawn into the outbound tunnel were from the stat jon, the t~~pera-

ture of thic air would be close to the station air tCf.!pe::ature. In-

stean, the air temperature at this location is betwee~ the station

temperature and inbound tunnel temperature, indicating that the source

of this air is actually a mixture of station air and inbound tunnel

air. The same rationale can be applied to the other pa.~-allel tWlnels

in the system.

'!'he third observDtion of interest rcgards the air-wall tempera-

ture difference. With the exception of the inbound tunnels AI: the

ends of the system where daily v~riations in outside ambient tempera-

ture have a greater ef1'C'ct on the thc,rmal inertia of the heat sink,

the air-w"ll tf'JTIpcratur<: difference is al-moEt unifor:n along the system

length. This bch~vior was also observed in t~e double track simulation

results, the only difference being the magnitude of the temperature

differential: in the twin-tunnel system, the wall surface temperature

averages about 3 to 4°P below the atr temperature during evening rush

hour, or about half tHe differential observed in the double-track

tunnel system. This reduced differential is attributable to, and to

a large degree offset by, the higher convective heat transfer c~e[ficient

averaged abcut twice the double-track tunnel value, resulting in approx-

imately the same heat transfer rate in the tunnels of from 8 to 10 Btu/

hr-ft 2 during evening rush hour. There is, of course, the ?ovanta~~ of

the greater surface area and proportionally greater heat transfer per

fuot of tunnel syst~~ in the twin-tunnel configuration (the effect of

the adj~cent tunnels is taken into account in the computation of the

average ~lcll1 surface temperatures) •

i
I,

~~~~J
 14.12 MechanicallY Cooled Stations

The SES prcgram has the capability of estimating the mechanical

cooling load required to caintain the stati.)ns of a sub,\;e,y system at pre·

determined te=perature.end humidity levels for specified times of the

day and levels of systeo ut::'lization. The comput.ed loads relate directly

to the heat gains and losses attributable to the geol!!etry and operations

of the sub'\;ay and do not reflect any added coolinG coil load ~hat may

result as a consequence of designs requiring outside make-up air (this

additional load can be readily ascertair.ed by straightfo~·ard application

of a psychrc~etric chart).

Depending upon the design, operation and capacity, a mechanical

cooling syste::: l:'_!!y intreduce a significf.l1.t quarltity of air into t~ (

station. The net inflow. if on the same order of magnitude/~$ the

piston action and/or tunnel fan ventiJation, will have·a:; effect on

systelJl aerodYl'.E!I::ics which sl:ould be included intlle SES simulation.

This is accO!::plished by actually includipg/the fan3 and tl:e ducts in the

-/,,-//

8ES-simulated station geor:etry. )nly the net iz:flow need De considered:

if all the coil r.:!llr.e-up air «~ dra,m froo the station er!vironment, off-
.//'"

settin8 the 51.4::;:;::1;.' ai~,'-~here is no net flow to af!ect the globel syster:
aercdyna.'r.ics ac.c.ressf';'d by the Stsrs ir:l.11ation. The relative merits of

the use o! variOllS percentages of outside E.ir across the coolinG coilz

is beyond the scope of this report. Suffice to Eay tl;l;:.t there are

seyernl ...:!aSOnS that an er.gineer mn~' opt to usc nt least a po.rt:f.al

outside air r.:~::~-up S,rstcm. rer.gj lOG from the u.:-c of: rod ti vc supply

air to reduce tl:e e.r.:ount of relt:f.ivdy hotbr u:i r ~·lo...-in;: ~.nto the

str.tionn frcm tu.r.r:cl:; nnd stnil""l,'uY5. to sys!,(>r..& where r,dditional outf:>idc

14-107
air m~ be r~quired to satisfY local codes .concerning air chance rate

criteria for stations.

The double-track tunnel system described by Figure 14.52 of the

previous section was used for a SES simulation which included the

stntion mec~anical cooling load option (Run DT-24). For this particu-

lar simulation. the station design temperature ~as 80F db. The station

design value was maintained throughout the dey, so that during the

morning rush the station vas at outside air temperature vhile during

the evening rush the station vas IOF belov outside ~bient.

The average air and vall surface temr~raturcs prevailing throughout

the system during the evening rush hour are sho~~ by Figure 14.57. Although

the station air is being maintained at 80F, the tlmnels ar( g~nerally

almost as hot as in the system without air conditicned stations (Fig. 14.53).

The principle reason for t.his behavior is the lov exche.nge of tunnel e!lc.

station air: this resulted in poor station ventilation end high statlon

temperatures in 1-he non-air conditioned systen:, but in the present c'!se

little of the cool 3tation air is carried into the tunnels. !n ten~s of

stnt::'on cooling load this behavior is desirable, since the hot tunnel

lI.i..r entering the station in this cl!.Se represents 0. part of the total load.

Another intc~eEtine c~pect of the results is the behavior of the

wall rurfnce tcr.:pcrature. Th'.:! air-;,onll tCl:llJe:.nture difference in the

stations is only about IF. This !;mal1 value i ~ a consequenc~ of the

constunt nil' tc:npc>ro.turc mnintained throug:'out the day by the r.echanice.l.

coolinG equipncnt. Such opcrntion tendo to nccate the thermal inertia

effect cause,; by dr.ily varin tions in !l11'Wny n5 r t('r..pcro.turc and thus

1~-108
..... !

e- •
 reduces the effectiveness of the ~ink in ar~as of thc system where

the environment is ~aintained at uniform temperature •

• The station ~echRnical ceol~nG leads. for each Qr the three sta-
tions of the systcm are shown on Figure 14.58. The load is shown for

each suusegment of a station (1/6 the tot~

. station length) and is
.
broken do\m into the individual coreponent~ representing heat released

by trains while in the station (Qt)' the steady-state platform load

from patrons, lighting, etc. (~), the heat com'ected into the shtion

by hotter air from the tunnels and stairweys (Q ), and the heat transfer
a
to the sink wi thin the confines of the station (Qs). A word of ex-

planation is in order ccncernir.g the presence of convective loads in

those subse~.ents which are not adjacent to a tunnel or the stairw~y.

These snaIl loads are a consequence of the fluctuation of air teDlpera-

ture in the s~ation about the design value as computed during the
; 1-
dynamic SES sil:!uletion. A positive load in one of these inter5.~r

subsegI:jents r:i.eans that, on the average, the air flo~linG into the
subsegrlent fro!:l "tr.e adje,cent subsegI:;ents was at a t~r.:perature slir;btly

higher than the design value (and vice-versa for a llcgo.tivl\ load value).

Tbis convective "carry-over" of heat from one'subsegr.:ent to the next is

I •
caused by the title-dc-pendent t('~avior of the heat lot'.ds and air flo~;s

as infhlenced by train operations wi thin the systpm.

Conside>rit:r, station t\.lO for discussion pm'poses, the percentage

contribution to the st,&t1on hep.t load of the various h~o.t sourc('8 is

us fo) lows:

14-110

~- ---~---"""" -~~

rts
 o
......
U')
~'I

1194 ! 603
:
"1'
. 18 I
I
18
313 i .. 12
I
-10 I -10
!. _ .... _... _ i
I ._____ ..._ .

,j '. . '. 81"!

--) I
62'):
J I

,-
."o'r 9
-~
I
L'-- __
9 :I ":;,
~,'
",
: - ...80 I 208 .... ·lH .... ,.... -~~- . ·-t -- .. -.... ~ ._--..
\ : - -3 -3 I -3 -3
,-,'- - ,--- ! --:-74 ! -'211,
-l3- I -"-~'i11
-----.. _-, l----' - - ..- - - - - - - _.. I, .... 488-
" h99, 603 6),3 612 602 I
}? ! ::"2 ,
898 !
12
2.70
12 12
64 , -12.1.
I
I 360
:i.2
L_
-.~ I -6 -6 -G -6 -8 I

i
---, I

_._.
7N :
__ ._-- 651, 5B'? 852

,.)C,; 5.249 MBH (4'37 'I'ons)

l"ig. 14. !:is 8ta'tion Sensibl''i! Coql1ng: Load Est~te:: .RUn:DT.. 24

t 14-111
 ,'~-------

"t 3,41) r·llill 72%

~ J.Ofi l·illi1 2%
Qa _1 z229 l:P.il 26~

~otal I~, 752 1m!! lOO~

Q 60 r.mn
s
Net Cooling load 4,692 '·!Bn (391 Tons)
The overall convcctiv~ load, Qa • is split roughly 53%-47~ between

inflowing air from the tunnels and the stairway, respectively. The

small amount of beat extracted by the heat sink (about 1% of the gross

station load) is a result of the previously discussed diminished

thermal inertia effects.

The distrjbution percentaGe of the various sources of station

heat can bt! used in establis.hing strategies to reduce the station

cooling lead. In the p'resent case. for exa.::::p1e. it is obviot:s that

there is more to be gained from a systc.::! which reduces the train heat

release in the station than from a systeo designed to reduce the convec-

tive inflow from the tunnels.

A SES-simulation of the sax:e system, but .Ii th an (' ~erating under-

platform exhaust system (Run D7-25) was unJcrtaken to explore the

potential benefit in terr:ls of the station cooEng load. The assu:::ed

underplatform exhaust efficiencies were 50;' "hen the train was

travelinG at a speed less than 30 rr.ph ".. ithin the station. end 75%

when the train was dw<"llinG in H,e station (see Section·14.8 for a dis-

cuss ion of wlderplo.tform exho.ur:t efficiency). The systt!ln ar.d ope:oa-

tions .... ere the :;n::;e us the pre .... ious case in nil other respects. As

would be cx[.ectcd, til" system te:r.pcro.turc di~tl'i but:tOl: (!'icur(; 14.59)

is esscntia.lly identical to the previous rCll\uts. HO\lCVer, the stntion

) 4-112
--T------- - - -
,

.j

. dI.. _ ... .
_._~.~ •. _ •. :.. __ .•• ____ _

,,-
'1.

70 ;
- lei,aoo' 12,000 14,:000 16~000 18,,000 zo..ooo; 22~OOO
z
.Lo.cat-iou•.. Ft. ;

Sta.: 1 Sta;. 2 $ta. 3

,'I T~ ';"-:"161 ( l.1;JI I !r~r I

Air '1'empet'ature
.__ ..,.IE-~~:W.!1U.;fI·$llP""I.tit.W~
i
~
-f-
Fig· 14.59 System Temperature DlstributlQn.~. Run D',['-;;5
t

I
(Underp1a.tfoI1!liExhaust; Desigtl = 80F)

,.
14-113
sensible load balance (Figure 14.60) illustrates the effect of the

underplatform exl'.aust. Again considering Station 2, the sensible

load breaks down as follows:

~ 1,443 !.ffiH 51%

Q 108 MBH 4%
P
Q 1,274 MBH 45%
a
Total 2,825 r-mH 100%

Q 60 ~H
s
Net Cooling Load 2, 765 l-~H (230 Tor.s)

The convective load, Qa' p1atfo~ lead, ~, and heat to the sink.

Qs' B.re about the SaIl!e in magnitude as in the previous dl!lulation.

However, the underplatform exhaust serve<': to rec.ucc the '¥ote,l train

heat release \"ithin the station approximately 58%, from 3,415 '·$H to

1,443 l·mH, l'esulting in a reduction of about 40% in t[,e net station

coolinG load. Although the caution regarding the actual perfor::1ance

of underplatform exhaust systems must be observed, these results do

emphasize the p~tential to be realized.

SES simulation No. DT-26 was implctlentcd to explore the effect

of an alternative subway system ventilation sc(;el!lC on str.tion cooling

load. Tte system and opcra.tiom: a·.la1yzcd werc the sar.:e as Run DT-24

except. for the number and locati()ll of tunnel ventilaticn shafts. The

three vent shafts bcheen stations in 'Run DT-24 "erc rC'l:~lace(l by a

single, mid-tunnel exhaust fan shaft ...,oith a capncity of 200,000 cfm.

The system nir end wnll Gurfnce e.ve!'ftce tCl;'.l'crature di!:tributions

14-114
 ; -- -;-._-
1 :

_"._.:__~~~._"J~"'-~'U~-~ 1-----"--
(\ : 226 I 250 I 247! 241 . r 250 I 223
c,,: 181 1811BI;J.8 I ~8-'r-~~
----1I 321, .:31.·1_
289 !2.8_4 r._.;2 . I ._:?ilJ
-' ;
1 . : -10 -10 I -10 -10 I -10 I -10
.c ! .' . I.. . I . _ I
r
-555 i ----289-· j .. - 544 I-"~=): -290 - I 54"8--- ;
__
'-- .
i -.-.

.- ."- - ... _----_ ..----- "--' -.--------

""I-
I
~

I'

----_. . _-_._._----.!
...
C' : - .9 I
l'
. ...
.-\
-::
- :4
I I
; . - k ...

';'3
10 I
251 I I

12 I
-ll
-6
246

Fig. 14.60 Station:Sensib1e CoolIng L6ad Eat1mete:

U-llS
 durine the eVeninG rush hour are shmm by Figure 14 .61. The tunnel

air temperature" .range from about 3 to 14F cooler. depending

upon location within the system, because the exhaust fan shatts

draw cooled air into the tunnels from the stations. One exception

to this behavior is the tunnel section between the exhaust fan and

the st~tio~ at both ends of the system. Being contiguous to a portal,

this exhaust shaft pulls a large percentnge of the air from the

portals and actually decreases the amount of tunnel/station air exchange.

The result i~ highp.r average air temperatur~s.

The impact elf the exhaust shaft ventilation scher.e on station

sensi ble cooling land is shown on I-'igure 14.62. Considering Station 2

for comparative purposes, thp. sensible Ioed breaks dOi.~ as follo~s:

~ 3,433 J.fBH 58~

J 08 Ki311
~ 2%

Qa 2,395 l:BE 4()~;

Total 5,936 HBH 100%

Qs 26 MBH

Net Coo line; Load 5 ,8~0 l·a3H (487 Tons)

This velltilatior. configuration resulted :I.n Q. 25% increase in tr.e sensible

cooling load of St:'.tion 2, ccmpared with the Run L7-24 Station 2 load

of 391 tons (Note that Stations 1 and 3 .·ere affected to a sr.;aJ.le~·

dcerce, with irlcrc:lse~ of 4% and 1:: respectively. THs is c!licfl;r

attributable to the exhaust fan r,h::.ft bet'.:cC'n the stution &.r.d tile

portal acUne to reduce the tunncl/:;tdicn air e>:cho.n/3e). The t.eat

load breaJ:down shoi/s the reason for t.he in:::rc,"se: the convecti vc part

~---
l4-116 j
--
o
10 ,' :<!f- --- ,---lJ'-""-L..:·"I'"~~

'o:t"
~c
l~~~-+-:---+-
rH ~ ~~.4:"':+~..it-I--~
r-":':"-- 1---- .
I_~ __ -'-- i :-8,oi'F+:'-r.c.-.t-++.Ib"~'-++¥-F+44i~P+~W~~

~-~:~+"-'-~~:~-4~~-,_L.:~~.

14-117
 ---~

...........
-.--.,;;;;.::y,;,;;--.;.;;....-_ ..- ". - - ...----~-.-- ~--~. -
~

, ,
fit,,:,j,;,n J i... 'J'ot.".] 80;};:;ih;('1.,,):,,1; ~.486MBJi '(4~7',rons);
.... --. ,.,-,.--- .- .--.... ~._.,~. __ ._J __ ~._ .. :~ ___ .:..._ .. _~_. ___ ". ____ ~_ .. __.__
---~~--

;
!
1 :
1-"-'-- --- -_ . i- "'- ;

J .-L--'-- -,---
!

I" .r--

L. ._.:._
I:'; 1,_1
1.:':(. :. 4~ Ilq~~ : __f'~:
,1-.~76 282, . . 126
. :. .•.~,~:._JI
.&Q3.!...
6:,:
r.~... I
ir . . ' 4~ .
2:~'Q ~ _ ' - -_ _

I.' :~ -16 1 ~_ 1_:16 ~ _~~~.- I ~~~_I _~ :_

f
1- -_ ..- .._-_..-...... _._ ..
[ ~'.,: 780 I 733! 1,496 : 1.~23 I 6e3 I 725
I
5.840 MBR (487 Tons)
I . .
I.
1
~.
r-------.... "'1. -., . . l~_-...,
-, . - I
0'1" :
9 ,9! ;9 I :9 .. I
\~, :1 ~ - I'" ~88·
. I "~,''_18, "I 5W' '1 t·~ I'"
:.\ . - ; :-4. 4 '-4 . 14
,:~: ~.~-:.- I '-9"31 523 I
I
577 80 --1·--
;...
" 50d 1--""6"()4-' I
614 . -67"1""'4--""60-3--11 ~ 90
I :. .i21 12 I . 12 12 12 1 12
'--'---'- J , , 274' 132! 49 I -45 -26 I 199 ~----
I ,,
1_-_ _ -
-11' -6 -6 I -6 .;.~ -8
_...".....__ 1
I
I d,: 7751 742 I 669· I -'-5~.7~5- 693
1
----- I
I ~::,~~~, \ (, '- I,.~ •. :! I

I
"
l'

I f;'1g. 14 .62
.'
st,\·~ion Sensible Cooling Load Eshmate:
;:.
-_. __ ,, __ -,-__ . ~
I:
•• ___ ": •• ~_. ___
~un No. :00'';'26
.~._~.......f.-~ _ _ ..L--... ___ ~_ ~.L. ____
:
~d

l4-118
~-----
 - ---- - -
~-~~. . . . -~ --~--.-~---~~--~. -.~------

of the sensible loud, Q , increased from 1,229 l·IBH (fIl'-24) to

a
2,395 }mll. The convective lond splits roughly 30~ - 70% between

inflowing air from the tunnels and the stail"'ltay, respectively,

showing that the source ',1' the additional conyective loac.. is the &.ir

drawn through the stairway into the station by the mid-tunnel exhaust

fans. It is also of interest to note the higher heat '~ransfer to the

sink in the present case. Although still on~ about 2% of the tot~l

station load. the higher heat transfer coefficient resulting from

the higher air velocities within the station acted to increase the

heat transfer to the zink by abou~ 50%.

SES simulation DT-27 was formulated to explore the effects of

an alternatiVe station design tel:lT'o.!rature criterion and r.techanical

coolbg system operation on station cooling load. The sys-f;.em and train

operations described for RllIl No. DT-24 were used for this study, and·

the station dry bulb design temperature ',.;as c!laneed to 90F during
evening rush and BOF during norning rush (in other wordS, the station

design tenperature varied throuchout the day to match outside ambient

conditions). The system average air and wall surface telT!perature during

evening rush hour are shown by Fjs~rc 14.63. Even though the station

t,emperature is 10? higher than Run 110. DT-24, the tunnel a.ir tempera.-

tures in this t::ase Bl'e generally wi thin 1 to 2F of th<! DT-24 results.

The reason for this is t,,·c-·fold: first, the relatively small exchange

of air between twmel Rl:d station re('~uces the sensi ti '.'ity of tunnel

conditiollO to station temperature, and second, the daily swing in

station air ter.ipCrc.ture nets to enhc.nce tht' thcIT'al it:ertia effect

of the heat sink both withi.n th~ tunnels nne !'l~atio:'ls. In fact,

whereas the Iiluintennnce of a const.allt nil' tcr.;pcrntnrc in the st~t:i."n

14-119
=;p;--

o.....
III
.....
\D
V

14-120
throueh the day results in an air-wall temperature difference i:1 the

station of a~out IF, this differ~nce increases to about lOF during

evening rush hour when the station air temperature varies through

the day with an ~~plitude of ~ lOF about the average value of 80F

(morning rush).

The station sen~ible heat balance is sho~~ by Figure 14.64. The

breakdow~ of the Station 2 cooling load is as follows:

~ 3,399 t·lEH
108 HBH
\
Qa 132 l'!BH
Total 3,375 r·lBH
Qs 22 6 P~H

IIet Cooling Load 2,819 MEH (235 TOllS)

Increasing the station evening rush hour design tenp~rature by lOF

and caus! r.g the tc!:'perature to '{ary w50th a daily cycle reduc~d the

eveninG rush heur cooling load from the DT-24 velu~ of 391 Tons

to 235 Tons, e. 40% reduction. The negative Sign on the small convective

heat load term z::eans that, on the averrge, air f1o~ring into the st;}-

tion ,"e.s sligr.tly belo," th", 90F design ternpe::'ature. Note that the

heat tl'ar.sfer to the sink '.:ithin the station, Q , has increased

s
a.lJ:Jost 10 tites COl:_l-'ured witt U:e DT-211 results. This effect is as-

cribed to thc p!'cvioudy dircusBC'd cnhrncc::::er:t of the thcrr::a.l inertia

effect. As a consequence, the heat sink bccor::es a Significant factor

iI: the station Bcp.siblr~ heut -loud, ext.ractinb about 16;; of the total

station b;;at in this particular instance.

--tiL
 .. - r;':.~.,,-J f).:i:::ill](,-L.o:td :~,485 !MBH -~290 Tons)i
___ 41
,
I
j ,0 •

r
I

Ir:-
!fi :!::~~ . i "[: -l~_
I

I
I-
I
'. _~89 I
! I>: L8 I
I.: I 599 I
i8 I
i
! ._•.. ___ ._ ~ 25 I -,68
I
, ..
. I
-90 I -94 I -94 I -94 ! -94 I _-90 !_
~--
I __. _ _ •• _ _ _ •. _
I
.......-.---
i .~.: 4421
......-
455!
.... - ---. -.-----..
..
516: 512 i 453 I
- - - I - . - ....
I
-----------_._---_ .. _--
-~----
I - - -.•. - ---
L:41

. ,:: c:: . - ;C·:;,.;!J.'c: .!.:x.J: 2,819 MBH (235 Tons):

m~
I

9 91-'9 9 '.

L
i -46-45 I ··35 .;.21
.
I .,.".
I

_::-63. I --:§.£.. -48 I -36 I ..

I . -~---
I..481 .' I
-63. -62 I -48 -36
)9] .-----60))--.--604--- 594--1 I 483

.. _. _____ • 4~~ : ~~ ~~ I :~! _~~ : l~~ 1__ _

i_.~·_'_-7~:,,_~~_ _ _-49 ._-51_ -54 1_-_1_3_
,:.: 849! 6so l 652 I 622 j 525 I 605

1 , ( 1 •. :" ,,' ; .. ,;"j: 3.694 Mali (308 Tons)

Fig. 14.64 StatiQnSE!hs1bleCcoling LoM Ept1rnate: 'Run No. D1'-27

14-122
 This run demonstrates tllat a siGnificant decrease in the station

mechanical coolinG requiremcnt can be achieved at the expense of a

higher desiGn temperature. It follows that the relationship between

outside ambient and station desien is a sensitive parameter in

detcrmining station cooling loads. The results also suggest that the

tllermal inertia effect of the heat sink can be substantially enhanced

by causing the station air tCl:lperature to vary through a daily cycl~.

It must be remembered, ho..:ever. that the achievement of simler heat

sink behavior for Run DT-24 would require cooling the station to 70F

during morninG rush hour. In such a case, it could \lcll occur that

the morning rush hour would represent the peak station cooling load.

since tile h~at sink is ineffectual at this tice of day, the outside

air - station desiGn temperature di~ferer.ce is the sar.e as evening

rush, nnd the train heat load may be approxir:~tely the Serle. The

actual benefit to be derived from the enhance~er.t of station heat

sink by purposely varying station desiglJ tenperature thrOUGh the

day with mechanical cooling equirr:cnt should be deterr:::::'n.;c by an

economic trade-off analysis cor.-.parinG the increased 24 hr. cooling

syotem enerGY demand with the fossible reduction in peak lOfl.d.

station mechanico.l eooline; loads in a. systerJ eor.;prised of parallel,

twin tunncls were evaluated 'Ii t~ srs Sil::.ulation 1:0. D'1'-28. Conccp-

t\ln~ly, the systeM ~'l.n be visuuli ;:,ed by il":'o.GinL-'c e. solid di vidins wall

to be vlo.ced alone cnch- of thc tu:-:rcls of tLc D?-32 confiGuration,

splitting each of the tunnels und vcntnat:lcn shafts into two identicnl

halves. Systpm operations nnd ntaticll deziGn conditions nre otherwise

tllc 5(.i.t!.<O as RUIl no. D'l'-24.

14-123
 The resultfi of this cimulntion arc shown by Figure 14. 65 in terms

of the systel'l averaee nil' Ilnd wall sUl'face terperatul"P distributions.

The most marked contrast between these results cnd DT-24 (Fig. 14.57)

are the tunnel air temperatures. Tunnel air in the t~'in-tunnel system

is consistently below cuts ide eJ:lbient 'nnd ranGes 10 to 20F below DT-24
calculntionz. The tun~cl-station configuration in the twin-tunnel

simulation is such that all of the air flowing into a station on in-

bound tracks including that whi-::h flows into an adjacent, outbound

tunnel, is cooled to the design condition. It follolo:b that all of

the air leaving the ~tation is also at station design. This differs

from the double-trar.;k tunnel air flmr behavior of ])~-24, "here the

direct interaction of the trains creates a bi-directional air £1O\{

and reduces the tunnel/station air p,xchange.

The breal~do;;n of the sensi hIe cooling loed for Staticn 2 i:;
as follows (see Figure 14.66):

Q 3,416 l,lBH €l~

t
Q 108 KBH 2~
P
Qa 2a08~ l~l! 37;'

Total 5 t 609 I.ffiH lOa;'

Q 70 HEH
s
net Cool ill!:: load 5,539 I,:BH (~62 ,:,:ons)

The station sens!.b.:.c loud f01' thiG tv:il;-tunnc1 s~'st.c!: is 16;' Gl'eater

than the COl'l'c:.:p",,;dine couhle-tracK t.unnel f'!'stCr.l (D'l'-28), Compc.r('d

with Run 1:0. J),!,_~'I, the tv.in-tunncl confi(j\lt:1ticn nhl~\ls ".n incrcnre

of 7C~ in the cor.vcctivc load', Q , of the air :mterj nc the ctntion

11
 f

--
o
U ')

10
'<t

i
J
t
 592! 603 602 489
IS ' ] I t t - - ,- itI·-
~ •. :.. ... {1,2171- -25 . :.01 1_ 2~4_: . !ire:. i l,6~5.,-_ _
, .: :. I r:.: .-7 1--- -7 :-7. 1:...7 ~6 "'5 I
I: .' . . " "

1_.L_··_l~~,78:
I .
0 ?8i $25 1 8671 6951 2 ,,61 :
, (.;.:j: 6',850 MBH (571 b s )

1-.
Il...__ ._ . J
--- '-r--;.
8-r.. .
-:~ -~.-

I~ ~:t: : 4-94-1-6~3-!·6~41$-4--.6-lf3--!---4-8:
I" ! '\,:- 181--' is-'! -.. i8! r18 t8 - r"
i --- -.---.-~ 1,005 :.,40 . 1 ..•.11 I . ,75 . -i2.. 19~i_··:· . _-'-:
\ ,'" -11 I -12 ~12 I -'12 1-
12 I -11 I
1'--' - -- ' - ' - - - . ·----1·----- 1·";·-- ___ I
_..._, __ 1~-',:.~,?_~_~_. __ ~6~. __._ _6?!_, 695 1590 ! 1,488 I
; ·::.:.u .. C ; ..., -': 5,539 MBH (462 'rons)

-.~--------.~
~r: 9 9 I
L 9 :9 I
";,,: . - :54 -1 .- ~ir-t --J;62-' -1 -~o- I
;.\_~_..:. -=?_ II -2 __ -2 I I-2
_::.:.~_. -; ~--=4.~~-.:._. 169 ' ._~ 1-_ _-'
::,: 499 I' 604 614 614! 604 I 489
i
I ":'
12 : 12 12 12 12 12
.- .• - .•.--; '. 1. ~)74 i 93 I 85 40 -59 1,218
I ,. _~ I -4 -5 -5 -5 -8
I ........ _____ .. ___.• ___ . : _____
1_
-_.--._-,r
I ,'.2,080: "(0); ,;:£ i fS61 552 I 1,711
---_...._.- _---_.-
4 ~ ~..
..
I'" '_
.....
f,',:'!
-
•i
...
'j
_----
; • ,
· , I : .• i:
--------------.
6,415 MBH (535 Tons)

Fig. 14.66 Station Sensi,;ble Cooling Loa.d Estimate: Run D'!'-23

14-126
(1,229 HBlI vs. 2,085 I1BlI). Of this convectiye load, approximately

95% comes from the approach tunnels, thereby reflectine the greatly
increased twme1-to-station inflow.

There may be i~stances where a separated twin-tunnel system is

mandated for such reasons as emergency eGress, structural considera-

tions, or a greater tunnel ventilation than car. be nchieved with a

double-tra~k configuration. In such ca3es. it is of use to recall

the discussion of SectioIl 14.10 regarding the reerculation phenomenon

between adjacent inbound and outbolmd tracks. For a given circumstance

of relntive train operation, it '{as demonstrated tr.ut the net inflow

penetrating deepJy into the station ...as aloost the sar.:e for both the

tlTin-tunnel and double-track tunnel configt<ratior.s. It fo11O'.,s

that if th~ recirculation frcm the inbound t.'-'l1nel to thE: outbound

tunnel could be effected outside the cooled st:!tion en\'::'rorJ~ent. the

convective load in the tllir.-tlL.c:nel system would be reduced to a value

near that associated \Tith the double-track station convective load.

albeit at the eX"pense of somellhut hotter tunnels.

 14.13 Emergency Ventilation

The SES Program can be modeled to simulate a variety of subway

emergencies from an environmental viewpoint, rnneing frc~ the cal-

culation of fan - ir.duced, steady-state air flows to the transient

air flows and te~perat~es to be expected in the minutes after the

occurrence of B. fire emergency. Sitlulations of both types are

included as a part of this study to de~onstrate the potential of the

SES in the deveolopment of emergency ventilation strategies. It is

emphasized that the effiergency ventilation schemes portrayed herein

are not recomrr.ended operaticns, but are int.ended only as h;n::othetical

situationG to demonstrate the application of the SES. -The system

geomet:rical confiGU~:ation used for these studie-s was the dr ,uble-tl'8.cl:

tunnel systeJ:l of Run No. DT-13 (Section 14.7). with 5 stations. un-

dampered blaEt shafts at both ends of each station, and a shaft

containing a reverdble, 200,000 cfro fan at the r;id-point of each

twme1.

The first two SES-siffiulated e~er6encies were set-up to anelyze

the steady-state air flows created by different fan supply!cyj.aust

schemes. A stalled train was located in a tunnel about 250 ft frem

one of the interi.)r st::.tions of the syster,. just beyond the blast

sha:rt. Figure 14.67. a schematic of the air flows, shows that in the

first caGe all tur.nel fans in one direction fret:! the train to the

portrLl (2 stations a....cy) \,'ere operatinG in nn exhaust ffiOu.e \.:hile

all fans in the opposite c'lr<:!ction \':('1'(' supplyir'G air to the sys'tem

14-128
 .)( ;, ;t"., ',,"I '.'J T .14; ";Ill'

. Not'€:

t Jll t· .
.... : t ·-~··~·ti
t 'F'rl· .
4~1 .L .f.L93.L~lm .1 i:JL
8Jt.8 264.t -251.3 CO '). -164.2 .-1(f1~2. . -t?48,.81 . i .:. 266.../3
--.. ~ -- I . • :::l!::' .~ ;.----
.... ...,-, ~"! !~ I"'~
. . .,
: I
I . ..!
A:u the fan shafts, tunnE'ls. blast· Run rn-29 AlltJie ,fan shafts. tUl);n!'ll.a~ bl~&t: .. '1'
sha:rts and stations hem 10';000 to sha.fts/ andstiations ':f'r~ 241.100 too,
18.500 feet have the same flows as 34.Goa feet hiave the $!~e nows :as,
depicted in the above drawing fran . depict:ediri the' a1iove-ariiwing rrjQiii"
....
or. 18,500 to 21,000 feet. 21,,00, to 24,100 ~eet., ..
....1
10
'"

.-\, ..
O.7 ~
~ . '1
('
~.. .
.1.:
.l.!b.,.
·~~,~j~~5., ..
. .
. ... :
. :_.··li
. '-·U~
: ,.: :

,,7 273·3 -242.5 -80.0 ";273.~

1, ....-J... I

All the fan shafts. tunnels. blaSt Rtm DT-30 r Aiithe tim sWts,tuitnels' blaist I
., shaf'ts and stations :f":i'dIIIO,OOC',!:o _.: Blii!i~t:S!lfia.sta'tTo~s~··24~IUO:to-1
·18.500 t'eet have the 'sapie f'lovsas t .. ·feet
34.~ . ,. . llaVe.·.· the+,:.:l...efaO"irs
.'~.. :aa.
. dep-ieted '.in tn.! £.oove <trawing .~ '-' dep.6t.edLinthe'·~4r.mM:fIic;&·
18.500 to 22.000 feet. . 21.$QQto 24.1100 teet:.! I I • I
, I

ri: !' : :
I ... .,. f""
Syst~m LOcation, . I '
I 20jPOO: . I ! :.:' i· : .. : . I
19.()()O 21,000 . . 22.oQO.
t i: : .. 1l.;,_.~3...pOO ~~QOQ.'
Fig. 14.67 Air Flows in Double-TraCK System Concepts Emergency Ventilation Study
.............."""'-~.~.,j"""", "'.'-~~" IH "H I
:':illli,I,:
(i.e. a push-pull configuration). The re~ult was a tunnel air

velocity in the train-occupied tunnel sect-ion of 251 fpm (335 rpm

in the train-tunnel annulus). In the second stead;;'-state simulation,

all mid-tunnel rans in the system were operate:! in an exhaust mode.

As would be expected, by virtue or the t~r~e ventilation shafts

between fan shafts, the effect of char-gine the n:echanieal ventilation

scheme was small in terms of the air velocity in the occupied tunnel.

Air nows in the station adjacent to the stalled train were altered

considera.bly, however. In the push-pull configuration a much greater

pcs:!.tive ventilation of +.he station resuJ.teJ, with about twice as

much flow from the station tc;...,.ard the stalled train as was e.chieved

by the exhaust-only operation.

The next three DES-simuJ.ated emerger.cies considered the transient

air flow and ternp("rature behavior durin.:; the first few minutes after

a train with an onboard fire of 10,000 1,:BH stops within one of the

tunnels of the system (for comparative p~poses. note that the heat

generation from this fire is about 3 tines the air-conditioning system

heat rejection from a 10-car train with 18 tons or refrigeration per

car) • In the first simulation (Run I~o. DT-31). the trair.. stops about

250 ft from a station erter travelir4b at 60 n:ph throuGh the tunnel.

The fil'e breaks out and the reiu-tlmnel f'an roherts are activated in

the previously described push-pull mode at the n:c:::ent the train

comes to 0. ha1t. In this ca~e, the steady-state, ran-induced ventilo.-

tion j.n the occupied tunnel Gcction is opposite the direction of the

piston action ventUation crt!o.ted by the train prior to stoppin~.

~lis is illustrated by Ficurc 14.68. which shows the time dependent

air flow in the, occupied tunnel section. The exhaust tan requires

a period of about 2 min 20 sec to reverse the residual ~iston action

air flow in the tunnel. The consequence in tern:,s ot air ter.lperature

rise is shown by Figure 14.69. At the location ot the tire (about mid-

train), the temperature reaches almost 350F durif'.g the til!le rl' qui red

to reverse the flow. The temperature at this location subsequently

decreases after the reversal of the tunrcl flow a~ the tan-induced

ventilation increases toward the steady-state value.

The second sir.lulation, P.un DT-32, considers the situation where

the train stops just short of the mid-tunnel f~~ shaft. In this

case, the tan-induced a!.r flow in the occupied tunnel section is in

the SBl.'le direction as the piston action air i'luw a;':'td, "', Figure l4.7u

shmvs. th€" flow simply decays ""o',:ard the s"tee.;~· state value after the

traln ptops. Since the fire is constant in n:agnitude, the air

temperature at the various tunnd locct ions s!:o-,;n on Figure 14.71

asymptotically approach a steady-state value over e period of about

6 min.

~le third er.lCrcency transient sirr.ulation considers the se.r:Je

circllIr.;stanccs as Run DT-32, but with a delay of 5 min in activating

the mid-tunnel exhaust fon. The die-down ot the piston-action air

flow durir.g these 5 r.linutcs results in em Initi!'l rise of air tcrnpera-

tur~! ai ·. the fire location tv about 225F (see fiGures 1)1.72 and 14.73). \o.'hen

l,he fan is actun1..cd, nost of the flo\.' initially comes from the occupied

tunn( 1 section rc£ultinc in n rnpid jnc~'eas\: in vent~lntion and cor-

rcr;pondinr. reduction in nil' ter:!fc-raturc. lHth the procrer,sior. of

tiMe, the flo ...· bulnllCc b<:1..\1CCll the tUI1:'lclr. adj:!cr:nt to the exhaust

14-131
t
 .~ III•.

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fan shaft adjust.s to the steads-stat.e conditioll and. the air tempera-
t.:"'~ .....,
turcs approach lioitinG vnJ. tles.

Althoueh cXaJ!lples of hypothetical cn:ergency drcumstances, these

results sUGGest that .an encineer should look further tha:l an assess-

mcnt of tl:e stce.c.y-s-cate r:cchanical ventilatio:I air flo1.'3 during

el:lCT'6encies. A rational ap:;:·roach would cOl:lprise the fomulation and

transient t~stir.g of several conceivable emerGency situations, recognizing

thnt bi-directior.al trcin operations, system venting t and tunnel len~;hs

and cross-secticr:s can all affect the SUbway environment during an

ernc!"cency. T'r.e goal of sucll an approach would. be not only the positioning

of crr.ergency fp..ll shafts J but also tb.e for:::ulation of EmerGency ventila-

ticn operatir:,:; rrocedures cxrressed as functions both of the status of

the Syste:D priol" to the er.:cl"cency al~d the cl2sired steady-state er.lel"-

f:,ency vc:nt:il~ticn as the inHial transier,ts die do\m.

=lI

=~~~~J
 REFEHEHCES

1. Parsons, Brinckerhoff, Qu.::dc to Dour,las, Inc., "Scope, OrGanization

and Basic f·:oaels for the Double-'l'rack Subway Environ'!lent Sinulation
Computer ProGram," Asociated Engineers Report ?io. uz.rrA-DC-!·IT'D-7-
72-5. 1912.
2. Parsons. Brinckerhof!" Quade & Douglas, Inc., "Single-Track System
Concepts Stud~'," Associ~t"d Er,gin(:.ers Report J~o. Ul·:TA-DC-!·:TD-1-12-
19, 1912.
3. Developments,l Sciences Inc. - Aerospace Tcch."1olc'GY Division, "Subway
AerodynaMic and Ther::lodym'_':lic Tes~ (SAT) Facility - Double 7rack
Aerodyna'llics," Technical Report U'). tJ1·:TA-DC-l·:TD-7-72-17, 1972.

4. Par30ns, Brincl~erhoff, Quade & Doug:LUS, Inc., "l. :,~cdel fer the Pre-
diction of Long Term Heat Sink Effects on Sucmay The~.al Enviror.ment,"
Associated Engineers Report Ho. U;·lTA-DC-Kl'IJ--r{-72-22 •.1972.

5. Parsons, Brincl:crr.off, Qu::.de & Dour;lr-.:;, !nc., "2ES Heat CC:1c.c:~ti 0:1
Model Vali dation ," Assoc:'..G.ted Engineers R<:.>port 1:e. m:TA-r;~-o6-o010-
73-5, 1974.

6. Vienna Office of Public I·lorks, CouncE D",part::,e:1t 32, "Viennfl. U:1de!'-

ground Railway, Part 2 - Iniics tigation of the 'Thl'!';:;o~~'nR:::i c P:!'oble:s
of the Underground Raih;o.y, I' Report J:'J. 1·:A 32-U3/l3/69, :::s 1;:)'10.

~-

t
I
 15. FIELD ALIDATION

The SES program assumes a significant responsibility in the sense that the

decisions derived from its application to the design process will guide future

expenditures of millions of dollars on environmental control systems. This

responsibility dictates the evaluation of any uncertainties in the mathematical

models which comprise the program.

Confirmation of the basic mathematical models was achieved through

comparisons with scale model tests (Ref. 1 and 3), with controlled full scale

field tests conducted at the Bay Area Rapid Transit District's Berkeley Hills

Tunnel (Ref. 2), and with long term temperature measurements in the Toronto

sul)way (P.ef. 12). Final confirmation of the SES required a comprehensive field

testing program in an operating subway system, the Montreal METRO.

The purpose of the Montreal ~mTRO full scale field validation tests was

to directly validate the Subway Environment Simulation (SE~) program for use

as a design tool, and to validate by inference many of the related analytic~l

techniques developed during the TOC.' s Subway Environmental Research Project. The

Associated Engineers have established high standards for the analytical techniques

developed as a part of the TDC project, and the comparison of the SES program

against these standards is provided in the body of this section. Much of the

discussion on the results revolves around th9 causes of small discrepancies be-

tween the measurements and the SES pre1ictivnb. Such meticulous checking of the

SES is necessary in order to verify the mathp~atical moueling techniques and

concepts used in the SES program, and to further develop and refine the SES

ruathematical models by identifying the sources of, and correcting I any discre-

pancies that arise between the measurements and the SES predict1ons. F~ &

designer's standpoint, the magnitude of the .,discrepancies encountered and dis-

cussed in this section are for the most part virtually insi~nificant due to the

15-1
fact that the discrepancies not caused by ir.put related errors (e.g. a wrong vent

shaft cross sectional area or train speed-time profile) are generally within the

bour,ds of experimental uncertainty. Within the limits of experimental precision,

the SES has been shown to predict accurately the air fl?W, air temperature and

humidity, train perfonnance, fan performance, and v,"'nt shaft performance in an

operating subway. In other words, the SES can be used as a design tool for

predicting the environment within a given subway system with a high level of

confidence. The specific conclusions reached during the Montreal r~RO full scale

field validation tests are as follows:

1. 'the near field aerodynamic theory has been confirmed by measuring

the static pressure in the tunnel to obtain the pressure signature

of the passing train. The average discrepancy between field

measurements and theoretical predic~~ons was on the 0raer of 6\,

which is within the range of experimental uncertainty. The full-

scale pressure signatures are slmila.!' to those measured in the

Berkeley Hills Tests and are amenable to straightforward

analytical treatment as used in the SES.

2. By using an effective train skin friction coefficient of 0.023 to

account for the combined effect of skin fricti~n and bogie

form drag, the requirement for precise bogie measurements is

eliminated. This value of the effective skin friction coefficient

has heen validate~ over a wide range of blockage ratios and train

configuration5 through the tests undertaken at Berkeley Hills 'runnel

as well as i~ the METRO.

3. The simplified model to prediet subway air pressure transients

onboard passing trains by hand computation ha~ beer. verified and

determined to be suitable for preliminary design calculations. The

15:-2
 process equations of this simplified model can be used with con-

fidence to estimate the effects of train speed, blockage ratio,

and f~ictional roughness on tr.~se pressu~e transients.

4. The far field aerodynamic theories relating to air flow ahead of

and behind the train, tunnel friction factor, non-steadY flow

characteristics, multiple' train QP~ration, and the flow sPlit at

"TH and "Y" type junctions have been confirmed. The SES can

accurately predict the air flows induced by both single and multiple,

bi-directional train op~rations and fans: including the inertial

effects caused by accelexating large volumes of ail'. With re9t~rd

to the non-steady air flo~s, it appears that the inertial effects

are dominant when ..::ompared with the acoustic or soni.c effects.

5. The METRO tests have validated the Subway Environment Simulation (SES)

computer program as a dezign tool to predict the flo~, temperature,

and humidity of air throlJghout a .multiple track subway !':ystem. The

validation of the SES as a whole implicLtly validat~s witr,in

engineering accuracy the component theories, formulations and scale

model tests comprising the SES progt'am. Furthermore, the SES can be

used as a reference to validate subsequent, simplified computational

procedures.

6. The validation process also provided valuable information regarding

j
the, proper application of the SES proeJrc:m. In particular, the

need was demonstrated for simulating more than one circumstance of

r~lative, bi-directiona1 train operation~ in a multi-track subway

when making uSe of the SES Heat Sink SubproeJram. This is required

to obtain average ventilation computations throughout the subway

which are representative of the long-term behavior. These computations

arft required by the heat sink model for accurately predictlnq long-term

heat sink effects.

15-3 ---- t
 15.1 Test Descripti.on

The full scale field test validatioD , process consisted of a series of

,
field measurements, a corLesponding series of SES simulations, and a direct

comparison of measured and predicted transient airflows, temperatures and humi-

\ dities. The SES validation tests were specifically tailored to address the

following aerodynamic uncertainties:

1. Near Field Aerodynamics. The BART tes~s (Ref. 2) provided

near field data ~ the form of pressure signatures for a BART

train operating in a 0.43 blockage ra~io tunnel. The agree-

ment between measurement and theory was good, but the comparison

emph~sized the importance of accurate near field calculation~

"

and t.he influence of vehicle geometry and roughness. Therefore,

an additional data point for another vehic1e at another blockage

ratio was required for a more complete validation of the theory.

2. M~ti-Junction Flow. To test the multi-junction theory employed

by ,the SES program, tests were required to' evaluate the fl.ow

SPl\t for different ventilation shaft and intersecting tunnel

conflgurations. In particular, multi-jun~tions with ·small

mome*um transfer (900 1fT") and larger molnem:um tra<lsfer ("Y")

were ~o be tested for a variety of p~on effect flow situaticns.

As an I~bviOUS "
consequence of these tests~\. :he subject of piston

aetlon flo .... in double-track tunnels with

.
bi"'~irectional train

operation was also addressed.

In addition to the above tests, there were overall system validation tests.

The overall system validation tests were much broader in scope than the above

described tests which addressed only specific components of the total system

aerodynamics. The overall system validation required simUltaneous measur~ments

15-4

L
 of air flow, temperature and humi y over a length of subway ~ncompassing

several stations. These measurements were required at im." .yals throughout the

daily cycle of operations, w.th particular el.lphasis on rush hour conditions.

A portion of the Montreal METRO was selected as the site for the full

scale field validation tests (see Figure 15.1). This part1cular portion c·f the

METRO permitted examination of a maximum number of uncertainties with a mfnimvm of

instrumentation.

The instrumentation for the Montreal METRO tests comprised air velocity,

temperature, humidity and pressure sensors located as shown in Figure 15.2. Ins-

trument sites A,B,C,E and H pad sensors both in the station and in the tunnel

adjacent to the station approximately 150 feet from the tunnel-station junction

(see Ref. 14 for a detailed description of each instrument site). Each field test

did not re~uire data to be taken at each of the instrument sites shown in Figure

15.2. Figures 15.3 through 15.6 sh~w the various instrurnentatiQn used during the

calibration, near field, multi-junction and system tests respectively. Figures

IS.? through 15.9 plovide illustrations of typical stations, tunnels, and ventila-

tion shafts within the METRO system. Illustrations of the actual instrumentation

sites are provided in Ref. 14.

All of the field measurements were undertaken by KLD Associates, Inc.,

under contract with the Associated Engineers. Train velocities were recorded by

the Associated Engineers using METRO provided trarlsducers. Each of the measurc-

ments was recorded continuously during a test, with time coordination accomplished

via telephone and Public Address communication witt the METRO's Central Control.

I
I
J
A matrix of tests was established to maximize the usefulness of the

field data in the validation effort. The matrix vf tests for t,he near field,
I
multi-junction and systems tests are given in 1'ables 15.1 through 15.3 respectively.

i In addition to these tests involving train operation, a test series was implemented

using the reversible fans locate~ in each of the tunnels between stations for

15-5
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Figure 15.1. SchematiC' ?lan of Fertio!! of ',tontreal ~.lF"'·W [,ine Tlo. ? Used in the Field Validation Tests

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3. Excc:pt as !!oteil, all tunnels are rIo JbJe-trR.ck L. ® Instrumentation site identification

Figure 15.2. Instru.':lentation ;.'ite i.Cleations in l-:'jnt.real nF~O Test Section

I
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4. Instrumentation Site rdentification 5.~ Fan Shaft Ooerating in Direction Indicated
-®
5. • 'l'~st Section Areas i-lhere VelocH..y Profiles iiere Obtained

~ --
Figure 15.3. ?'lll Scale Validation Calibration Tests (No Trains Operating) Test Series M-OOX

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are double·-track
4. ® Instrumentatic·:; Silp Id€:lti fh~'-Iti('n 5~ ~._ Shaft or ';"Jnne} that: is Open for rertain Tests. closed fo-:- others
6. P: static Pres:;l;re ~"sure~ent 7. V: Air Velo!? ity 1--!~aSllreMent

Figm'e 15.4. J:nstrw,le!'ita!;ion for Full ~lcale N.~ar F:eld V!lliuation Tests - Test Series M-IYX

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Ul '3' '3' til '<I'
'" 0 £:: c: , III 0 £:: I
.-' <1l <1l ; .-l f1I 1--- ,-
Henri;ll rx. I<. ! III r.. I,

Bourassa~JI ~. v .• Lv _.L_. cremaziUL..

lB):C .;V -- ®=.c___~ -- ____ 1
~ so~id - - -;;-n-;; - t-;:~-c~ three-trackr'-~-s--. __ L
....all tunnel~' \ I tunnel../ I : i •. _
l__
civil: i t i t I f l-~
[_stati°1 !- ! f I : ' f : .l+-1-
\Ll "II' ~ f1t : !
I t . I
f i . - --r
: - l \
I-' : I
\J1
•
..... ~#_*I - - :- :. I
+l .j,J 111 ' ,
o
':,:- , 0 ' . . . .
..II: '<I' "-l ..... . .... ..II: : '
Ul ~U1 f1I~' ~~ Ul I ' ,I '
.... I $1 ~.g ~ . ---,-- ~ ~ ~- t- --- i- -r-- , -
. "" . ,. I..... I I --r

~ 0 Et "ean ~,' Ii *. L .+ Ii+-

Ja¥:, I ""'~ ~II ~a.jbid ILJ· i II _ 1- ;i.- -.
G H en : ..! i .. !
" ,
V : :
Limit I 'l-'~"-
bf 4 Hotizontal: .
Study I Sci 1e : 1-10oo'-+'''-:--j
civi 1 :
I ! I !
stations o o J Veljtical i
o
+ ~ ~ Dinlehls ions: N. 1"'. t----
.."
~
ID ~ 8 N '
...... ......

r Notes: lj L
* Or.r.n Shaft or Stairway 2 . . . . Cln::p.d Shaft or Stai~~~3~ Exc:~~~--as n~~~d, all tunnel!.
are double-track
I 4. G9 Instrumer.tatio~ Site Identification <; h,-.j Shaft nr l'unr!21 that is Open for Certain Tests, closed for
-' "'1 others
I C;. v: Air lIelocity ~t... asurempnt

Fiqur'~ 15.5. Ir.strumf>ntation for Pull Scale ~l\:lti-,Tunction dnd Tunnel Fi0W Tests - Test Series M-2YX
I.;

.111
,f
 .c I '
....+>1
..... -U
--:1 r--. "-< ~ l~ I
"::::<1' ',.... ro: ("'1 til ,....; ...., f
Uit...-i .=0
IT! '" +> I • ':tl
.c·o if]LfI
..,. :r. :f) ':T
UJ C "" 'ti.
'" 0 OJ V I> I II• '5i I - ~
Henr i I 'Ci:!Ji .. ____
. _ Cremazie 1'01'
. . It sauve.J~l.L!:_~
~~IU1°. ~
BourasSdJ J ~-- L------- .. -- '...~~ ,c;.;~ _ .. _ __~ r' I ..T,V ....
'-h-~"'T""':&T·~' - - '-. - Tvi"T-(4) one trad; /j) .. -- ;LL
SOlid , tunnel ~.( threet-~ (~~- rae .. ;"
tunn-:l' T r - . - - ..- -- - -. . ~-----~~/
wall

civil : f
stations g c o o o o
o c o o o
+ + + + + +
o o o o o o
0: \l: '<T N N
, , I I

.....
U1
I .... +J
..... ,
...... ~ C" ..... 1
'""' .= <1' d 4-,' ~Io
.c n
u; l1'-D
~I
to ..... C/l
':::0
'll~'" ..c'o .c 0
+' C/lLn :n IiI' C/l lfl +J
11 C
''<I' <: (1JI{Il
c~ c I"" c I!)
~: ~i <1l ,..,
en: "-! .... IX)
Jean ""!
f: T,V JI 111~aubien
~~ ______ 11 u ~U~osemo~t
J~7~~JL~:_~. __ _:ll_ ____ Talon
>;·1!i\.~i~=- -r1ri ~
\\ T T,"" S'..lItlp pump f ·---·7
vi
rOOM Limit
of -~ Horizontal
Stud, Scale: 1--1000'-1
I I I
Cl viI : 0 0 C o
0 c o
~ stations ... + + + ':j:' Vertical
c 0 c
~ -D 0: g ~ Dimensions: N.T.S.
rl .-I

I ~ot~: 1. J Op('n Shaft or Stdirw<1Y --;'. F.xc~~rt as noted, all tu~ncls are double-track
13. 1\11 blast shafts, d()(lrs. dnd fan shafts as T)('r nonnel} spr'/iC't', 4. \x) Instrumentation Site Identification
5. T: AI r- T,-mrpratun' ~:f':,o;l,rement 6. 'I: A~r V('lo,~ity Mt'asllr0lnpnt
----------.- ---~---- ------~-~---~----~

Fir;lJrtc 15.6. Troost. rlJ:7:.nt,H ion for Fui 1 Sedl" Systpms ~('st s - Test Series M-30X

I
i:1 -' u.,
1~I~i~, ~~, 'hl~~I" " 1jI.,
~
til,
I
~
....

;.,
i
I,'
;1
from a Tunnel

Figure 15.7.Illustrations of ~/pical Station ~nd Tunnel Geometry in the Metro.

A: Blast Shaft w/Louvres (Lot:vs. parti,,1l1y open) B: A Tunnel - Pan Shaft ,Tunction

r, A Stiltion Entranc('will' '.. it" cC'ntet' - Pivot Doors

Figure 15.~. Tllustl'at~oJ1s of Typical Openings to tlw [)'ltsidp in th" Metro.

15-13
 _~I!I'~IIII'~!I'~' "·'!!!'I,]illl"111 ~!il 'I
'"

li,'!'III:;
111 1'

I!
"iii
'·'1:
il!

Iii
1

ii
:1
Iiill
III
iii
,I.i
Illi

Illi

.'\: Mt!zzo View of a Crosswalk over the PlatfolIr.s ~: Platform Level View of Escalators leading to the Mezzo
...
U1
I ~~F
.......
r'

c: View of the Trackways from a Mezzo Crosswalk

Figure 15.9. Illust{ations of Typical Mezzanine and Trackway Geometry in the Metro.
purposes of mapping the velocity profiles a all the appropriate instrume,nt

sites.

The calibration supplied for the recorded data made possible a graphical

representation of the field results suitable for direct comparison with the

SES computaticns, and the majority or the validation processes were accomplished

in this fashion. In formulating the SES simulntions for these comparisons, the

input data files were developed using the geometrical drawings and other informa-

. tion that would normally be available to the engineer.

15-15
 TABLE 15.1

TEST SERIES M-1YX*

NEAR FIELD AERODYNAMICS

Train Length Train Speed B.S. 0-147

Test No. !Cars~ (mph) Status

M 131 3 45 closed
M-132 3 30 "
M-193 9 45 "
M-194 9 30 "
M-195 9 45 open

*y = Cars/Train
X = Test No.

All tests with train nortr.oound from

Rosemont to Herr~-Boura~sa.

15-16

--
=-=~-=--==~
 TABLE 15.2

TEST SERIES M-2YX*

MULTI-JUNCTION TESTS

One Track F.S. 4504 Trains in

Test No. Tunnel Status Status {fan offl 2l2eration

M-211 closed open 1, SB

M-212 open closed 1, NB

M-213 open closed 1, SB

M-214 open open 1, NB

M-215 open open 1. SB

M-226 open open 2

M-227 open closed 2

SB: Southbound (toward Rosemont)

NB: Northbound (toward Henri-Bourassa)

.Y = No. of trains in operation

X = Test No.
All trains are 9 uars in length.
Trains' speed tor all tests is 45 mph.

~-

15-17
 TABLE 15.3

TEST SERIES M-30X

SYSTEM TES'l'S

Test No. !!lne of Day Remarks

M-301 Weekday Morning Rush Hour All recorders on low

speed* for 45 min.,
higher speed during
15 min. peak.
M-302 Noon Low speed 1 hour
recording.

M-303 Weekday Evening Ru"h Hour See M-301.

M-30'~ 10 P.B. See M-302.

Weekday MOT"iling Rush Hour.

Second Day See M-301.

Noon, Seconn. Day See M-30?

M-307 Weekday Evening Rush Hour,

Second Day See M-301.
M-308 10 P.M., Se,cond Day See M-302.

One temperature pro'.)e at site C-St and the temperature probe a.t s1 Ge C-TL
should be capable (,,1' 24 hr. continuous recording.

·Low speed: 1-2 in./min.

15-18
 15.2 Near Field Aerodynamics

Near field aerodynamics is defined as the behavior of the air flow

in the immediate vicinity of a train. Its importance is twofold:

first, as the motivating force causing the far field, piston effect air

flow; and second, from a standpoint of t~e aerodynamic drag exerted on

tht~ train. Considerable effort has been devoted to this subject during

the Transit Development Corporation's Subway Environmental Research Project,

the result bein:] a therl'ICet:icCll treatment of the near field which is in

good agreement with both scale model tests (ref. 1,3) and full scale field

tests (ref. 2 ). As e"plained previously, an addi tio.lal full scale data

point for different vehicles at a different block..... ge ratio was desired

to ~omplete the near field validation effort. This additional data point

was obtained in the full scale Montreal METRO field validation teRts.

Near field aerodynamic behavior commonly has been cbaracter.ized

by the pressure signature of the train; that is, the varLati~n in static

pressure along the train length caused by the flow area contraction at

the front of the train, viscous forces in the annulus, and the flow area

expansion at the rear. In terms of data reduction and analYEi~, the

simplest situation exist~ at steady-state, where the train speed and

far field air velocity are constant. In this case, a single, tunnel mounted

static pressure transducer provides sufficient information to evaluate the

near field.

~_ i
- ~

15-19
 Five test runs were conducted for the near field v~~idation. Each
test train maintained constant speed within the t..:.nnel after accelerating

from Rosemont station northbounci toward!' Henri-Bourassa stat.t.on (see

Figure15.4 and Table 15.1). It was intended for all opp.ning~ in the test

section to have been closed off in order to create a "zero flow" condition
for these tests. A tunnel with zero flow conditions would maximize

the magnitude of the pressure Signatures obtained ano thereby increase

the resolution of the measurements. In addition, corrections must be made

to the preSSure signature when zero flow conditions do not exist and only

one wayside presSure transducer is USE:d to record the signature. This is

due to the ~act that when the pressure Measurement is made at a single

axial station, the far field tunnel presSure distribution chang~s during

the passage of the train (ref. 4). The measured Signature drag must be
corrected as follows:

(ref. 4 )

where CD the corrected drag coefficient

actual

CD the mea8ured drag coefficient

measured

f the tunnel friction factor

t

.& • the train lenqth, ft

d • the train hydraulic diameter. ft

B in8tantan('oU8 air velocity/instantAl.eoUB train

velOCity

(J
• train crr~8-8.ctional are~. tunnel cross ..~t~l
ana

5i ---- -y ' 5 _ 5 ) .. --M

 When there is no faI'-!:ield tunnel flow, B equals zero a.1d there is no

correction to be made. It was discovered during the progress of these

tests that the test se~tion could not be completely sealed due to leaking

dampers in various shafts and doors that did not completely seal the

entranceways to the stations, and a relatively small tunnel flow or.curred

during the near field tests as a result of these leaks (see Fi~tres 15.7

through 15.9). However, these far-field tunnel flows that occurred in

the M-1YX tests were relatively low in comparison with t;e train speeds,

and the effect the above cortection had upon the measured pressure

signatures was insignificant. The fact that the system could not be

completely sealed as planned did not materially effect the near field

validation tests or results. It simply meant that the magnitudes of

the pressure signatures slightly less than maximum.

By the time the test train reached the transducer at instr~ntation

site 1 both the train speed and piston effect air flow were very nearly

steady-state. The actual static pressure measurements for tests M-13l

and M-l94 at site I are shown in Figure 15.10. As the front of the train

passes the transducer an abrupt pressure drop occurs due to the contr~ction

and acceleration ot the flow. The pressure continues to drop becau•• of

tunnel and train friction as the train passes. then abruptly increeses when

the rear of the train reaches the transducer and the annular flow experiences

a sudden expansion and deceleration. After the train passage the pressure

_lntal... a constant value. 1n th ••• ca ••• below ambient, as a result

15-21

wr
 PreOGure Signatl're at Site ! -. Tent ll- J.31

Front of Tra.in Rear of Train

Passes Transducer Passes Transducer

Pressure signature at Site I - Test M-194

Fig,\re 15.10. Sample Static Pre*sure Mealluram8nt. O-ltained in thf! Montreal

Full Scale Field Validation TeB~s

i
~ 15-22

'""""!!
-~ ---~~~~:-~~---=: -=-----::---=-~
-ftttt- --EtaI-at-aE----
of the steady flow pressure drop between Rosemont station and the transducer.

These pressure signat'Jres can be used to infer the drag coefficient

for the train through the following steady-state relationship:

where

~p net static pre8sure change as a consequence of train

passage, Ibf/ft 2
U train velocity, ft/sec
v
a blockage ratio (0.254)

f tunnel friction factor (0.03)

t
S ratio of tunnel air velocity to train speed

t train length, ft

d train hydraulic dian~ter (9.17 ft)

Applying this reldtion to both the test measurements and to the pressure

calculations usinq the near field theory provides the following comparison:

Test Measured CD Theoretical CD ' Difference

M-121 1.827 1.734 -5.6

M-132 2.252 2.025 -10.0

M-193 2.993 2.993 0.0

M-194 2.486 2.713 +8.4

M-195 3.588 3.323 -7.4

A graphical representation of these results is given in Figures 15.11 throu9~

15.15. From these results it appears that the near field theory predicts within

15-23 ----:-~=~~
Ii"
ii~

14-131 Site I Pump Room 45 \,I'J{ 3 ~ars Northbound

Theory
Test 'Data "1 .
I

.. -~

'd

-_.- .__.-
~

.,:- 1
tI
.s::
C.J
r:: :"ront of Tr.in i
J,of '--~i
VII
" Pas... '!'r.-:maducer
I
lUi . oI I , ,. Time. Se1S.. u
. a•
•., 6 8 10 12 14 16 18
t•
...a -1, "-
1:
,po
UI Rear ~f Txain
Transducer
~ Paas_
-2

. i

Figure 15.11 Comparison of Neasured and Predicted Near-Field

, Pressure Signatures: Test M-131.
I "'I
Ii;
L
I., i,lil
 1:-132; 3 Cars; 30 r,fPH Sit,~ I l!ort~bounQ

- - - - Theory
Tes~ Data

110
)I
.
1
l1li
011 Proat of J'rain
.c
(.I
.... / / Pass.. Tr4msducer
H
.:: /1.--'
"":=", a
. 0
i.i ~ f ~ Ip \2 14 1.6 tillie ,..sec f,L_
~
III
,...- - sa .......
<II lr-'-
U
...
Po.
(.I ~ Rear of Train
..... -1
' Passes Transducer
til
,t:l
...
i
_~..L_

-2

·~r-

Figure 15.12 cODparison of Measured and Predicted Near-Field

Pressure Signatures: Test H-132.
 """:"1!1_'j
I' ,11'l
,

,.. "
I
••, '", !
:!
'I jl
~I

l
Test M-193; 9 Cars; 45 MPH Site: I Northbound

Theory

Test Data

C"
3:
til
QI 1
..c
()
t:; Front of T1:ain
....VI .....
Passes Transdu~er
I
I\) ~
0'1 \.0 Time, ~ec
;l
til 'j' 6 - If--lo 12- -~-Ili--16-- -Ie
til
<1/
\.0
0-
CJ r--~---
•.-1
4J - I r
'1\
.., -1
(/)
~J
\ \ Rear of Train
-2 .
Passes Transducer

Figure 15.13 COllparison of Measured and Predicted Near-Field

Pressure Signatures: Te3t M-193 I
I
II,
.[,.L1.i
 'I ~" 'I Ill'" I" 'I' '!'I'
, I ,i r _ _ ".1··"!"·""·"~·'."·nl·
,:~J"I'~~IT"'1fT'"'''''' ., , .. " 'l" 'I'"

': L:,:
,I" '0", .
~.'
!,'I
T
iT
\
!

~~10~, ) Cars; ~O ~FH Site I ;;ort.hbounc

Theory
Test Data

Ill)

;. 1
10
til
.<: Front of Train
(J
....V1 s:: Passes Transducer
I H
IV
.... time, sec •
til
a 10 12 14 liS 18 2'0
lit
r-- -.. - ~ - -, - ~
:
Ilt
'"
0 -1
.... \ '" Rear of Train
~ v ~passes Transducer
-+>
CIl

-2

1',
'1"11

II' Figure 15.14 Comparison of Measured and Predicted Near-Field

"I Pressure Signatures: Test M-194. i,
I
hi:
1'111
Iii
.;Wi 1m Ii iI¥ HI Mf ' '~"'~III,mI~HIT" ,,~t!~" "I ryll : '~ !

M-195; 9 Cars; 45 MPH Site I Northbound

Theory

~est Data
Ii;!
I,ll
I'

2
t;'
~ / Front of Train
::1 /
II ~L/ Passes Transducer
QI f\
i::!1 .c: 1
tJ
"I C
H .....
ii ~
I'ii,i .... Gi-
VI
,,' I :l
N (OJ
'"
" CJ) III Time, sec
G
t
Q. 12 14 16
1I
'M
..,
ttl Rear of Train
~ -1 ~ Passes Tranad~r

0
-2

Figure 15.15 Comparison of Measured and Predicted Near-Field

Pressure Signatures: Run M-195

! I
I,'i
:I lu
 ~ - --- - --~-~~

ten percent accuracy the drag on both 3 car and 9 car trains at speeds up

to 45 MPH. A more detailed examination shows that the near field theory

tends to slightly underpredict the drag on the thrEe car trair.s. This

observation was similarly made for the 2 car trains in the Berkeley Hills

Tunnel Tests (ref.2). The results of the nine car tests provide measured

drag coefficients that are within -8.4, 0.0, and +7.4 percent of the

theoretical drag coefficients. The six "ar trains in the Berkeley Hills

Tunnel Tests gave mea::lUred results within +3.0 percent of the theoretical

results.

Because of the smaller blockage ratio, lower speeds and the inability to

achieve zero flow conditions, the expected magnitudes of the pressure ~ignatures

in the METRO tests were approximately one quarter of the pre.ssure

signatures obtained in the Berkeley Hills Tunnel. Consequently,

experimental error in the instrumentation system was proportionately

greater. As can be seen in Figure IS.lO, the thickness of the ink line

on the scale provided by the recorder at site I in test M-131 is

equivalent to approximately 10 percent of the total measured pressure

drop between the front and the rear of the train, or 5 percent of full

scale. Therefore, the agreement and consistency between theory and

measurement is quite good when the inherrent errors in obtaining

the data are tc.ken into consideration.

The res~lts of these compariAons show the near field aerodynamic

theory d~veloped during the Transit Development Lorporation's Subway

Environment Research Project to be more than adequate for cOmPutations

of piston-effect ~ir flow and train aerodynamic drag. The theory has

now been tested during four separate testing proqrams (ref.l,2,3), and the re8ults

~.-.~·.·I
I~ ~

.,-~,~~..~~ .... --
 _~U ._<.~_:~:..:::~r:::_-:::_,:,7:=:-=:='~~~-:'=---:--=-::~'::--=-::::.~:-
_i
._-- _._----_.

of all four have deemed the near field aerodynamic theory to be well

within the desired accuracy objectives of the SES program.

It was observed during all four of the validation testing programs

that the accuracy of the near field theory is sensitive to the value

used for the cross-sectional area of the wheel bogies which affects

form drag in the annulus. It is very difficult to determine the exact

cross-sectional area of a wheel bogie from scale drawings of a train.

A 10 percent error in measuring the cross-sectional area of the Montreal

trains' wheel bogies (equivalent to a 1.2 percent error in the total

cross-sectional area of the train) results in a 10 percent error in the

near field drag calculations. It was found in both the BART and METRO

full scale field tests that a value of 0.023 for the "effective" skin

friction coefficient for the entire train (car surface frictional drag

plus wheel bogie form drag) 9ave excellent agreement between theory

and measurement. This observation is particularly significant in view

of the substantial differences in configuration between the BART and

METRO cars. Therefore, if the cross-sectional area of a train's wheel

bogies has not been dete~ ~ exactly, it is recommended that this value

of 0.023 be used for the sk.in friction coefficient for the entire train in

order to circumvent the potential error inherent in determing the bogie

cross-sectional area from scale drawings.

15-30
 15.3 Onboard Pressure Transients

Tests M-226 and M-227 were designed to validate the aerodynamic

subprogram of the BES for multiple (two) train operation. However,

since the Montreal Metro is basically a two-track subway with no

dividing "'a11, these tests offered an excellent opportunity to validate

the simplified models of RefeS) for pressure transients associated

with the passage of two trains travelling ir. opposite directions.

In preparation for Tests M-226 and M-227, wayside pressure

instruments, used during the near field aerodynamics tests (M-1YX series),

were removed from their tunnel sites and used for onboard .."ressure

measurements. only one train was Htted with onboard static pressure

transducers. One transducer was :,laced inside the lead car, just beh.i.nCl

the front cab. The second pressure transducer was pllced inside the

trai1;ng car, just ahead of the rear cab. Power (llOV/AC)for strip

chart recorders was obtained using portable invarters, provided by MUCTC.

Both test ·trains were in.1trumented with continuous speed-time

recorders. Time synchronb.ation J.&: ~'1'~ var~,ous instruments was

accomplished by voice using the loI..etro communL.ations system and by

visual observation of significant ev&ntlo.

In Ref(~, non-dimensional co~fficients are used as an intermediate

step in the calculation of subway ~ir pressure changes. These eoefficients

are defined by Table 15.4. In Table 15.4, the symbol P denotes static pressure,

absolute. Combinati.on!! (If "'uperscrl.pts Q.."\d subscript:; on P are used to

denote points of pressure masuremant. The symbol C is used to

denot~ pressure coefficients. A unique pressure coefficient is defined

for each pressure measurement location. ~~e units of ~, p an~ U

must be selected so that the resulting pressure coefficient is

n. 15-31
iJ-._. ~.n
 Table 15.4

Definition of Pressure Coefficients

c.r = cPT - PJ 1 ~-pU2 e~ .. (P~ - PJ 1 ~U2

e+T .. (P+T • P
R"
, I ku~
I;
eN = (PN - P.JI ~pU2
e6 =(P6 - PJI ~pU2 eIi. c (PIi. - P_), // .kU
;
2

.e; .. cP; - PJI ~-PU2 e! =(p!. P.JI ~U2

15-12
non.-dimensional.
2
Prom Table 15.4 it is clear th<.t, .qiven the quant:ity 0.SPu and the

ll.ppropriat.e pressure cCEffici'>nt C, the pressure rise (P-P... ) at that

location may be calculated.

For a standard ab:' weight density of 0.075 lb,.t:u ft, the quantity

0.SPu
2 can be determined from

1 U 2
- PU2 ... 3.1 (-eo) in.w.g. (1)
7.

where U is expressed in Mph.

The simplified models for determining sir pressure transients from

passing trains (Ref 5) are shown in Table 15.5 in ter~s of pressure coefficients.

Two trains, each having speed Ur length t, cross-sectional area a,

hydraulic diametflr d, and frictional ~oefficient f .approach from

t
opposite directions and pass in an undivided double-t:ack tunnel.

It is assumed that the tunnel area A, hydraulic di~neter 0, and frictional

coefficient f. are uniform in the neighborhood of t.he passing location.

In df'velo'?inq the process equations of 'I'able 15.5, it is assumed that

tunnel air velocity in the far field is equal to zero. This causes the

solution of tile problem to become symmetrical, 80 that pressures at

correspondin~ locations on both trains are equal. Further, it is assumed

that air pressure changes due to the passage of two trains can be described

satisfactorily uEing one-dimensional, incompressible flow theory.

As shown in Table 15.5, the prob:.em of train passage can be conveniencly

divided into four basic configurations. A set of pressure coefficient

equations is given f,.£ each configuration. In general, the order of

solution Zor the pressur~ coefficients is important, and is different for each

15-33
----~~~~.;;.~--===-
----
 ."~-+,-. ,.'" -~~ ""........- ...- .......... ~
1
''''II
".1II1'
i'l
!I

T..... I6.5 Train Passage Pressure Transients Process EqUltiom

PRESSURE COEFfKllENTS.
SYSTEII CONfIGURATION q
C't C& • Ci> C"N '--""
WI P:~'N qli> P~PT WJ l1J ~ W W
I I I
I~ I ,I 0 ok.
I ~ -tI -ul 1.[t-~+CT. Ci>.
i att,·O
k, +CN
--1'1: I I 6<1
"Iv • I, I I I i
T I I I I I
~ p:!?~ ~PA ~ p~ ~ ~ ~ ~ W W
I I I

:~_~~_U~6.~: 0 -k J
1t4[~CT' CN• ks-I- k. +C N• C6 •
116 -.t- 2Ut
~
6 <.t- 2U1 i><2UI
U>
t
l u ::..: I : :!
W 'I I I I I
.... &-- 2Ui--l

~'1~ 'f6 ~ ~ ~ ~ ~ .!J

I
I
'~I '~FT
6 6 ~: CI\' 1t.+It, -i+Ci ey.
!~ -1_U ;- - t. [7]+ CN' -1, 0
aIA-2UI 6<R- 2UI
II I l'o<2U,
II II I : u ~ .. I
I tI- - lUtI I ~:
--t
~'~rN 0/6 r~ ~ ~ ~ lJ W
I I II
Cl'o' -k.[~+CN'
I$A~_u:l: It J +C1- -k, 0
aIA-' 6<1
I I I I
I: ; I I I u • I I

I I I I I I
., TnilSS WetItic:III••• alA. ." .. 0.3 0(1 -.f. kT ,..~. 1, "[r~-JJ. 1J-1t,1I-1t:j.1 - I, k,. k, (1+ It;' I - I. 1. -£+.-.1,..4(+ orr I. It. -[I :,.1- It.. -0.3 ff.-..~.
1
1~ = <r--") ,
system configuration. Th~ required solution order of the preBsure

coefficients for each configuration is given by the "boxed" arabic

numbers. As an example, the solution order for configuration III is

C+ -
N, CN, CA,
-
C+ and C15 •
~T'
T
Reference (5) proposes that pressure waves generated by the passage

of ~rains will not,be a design factor for train speeds up to 80 mph

l.

and blockage ratios up to 0.3.

The basic constraints for field validation implied by Table 15.5 are:

1. Both trains are identical

2. The speeds of both trains are equal

3. The tunnel geometry over a distance t encompassing both sides of the point

in the tunnel where the noses of the trains meet is uniform.

These test constraints were approximately satisfied by starting a

southbound 9-car train from Henri Bourassa Station and northbound 9-car

train from Beaubien Station simultaneously and runnir":j the trains at a

nominal speed of 45 mph. This scheme, devised throl;'qh pre-telJt planning,

allowed the trains to meet and pass completely in the section of tunnel

between Cremazie Station and Fan Shaft 4504. This section of tunnel, about

1,699 ft in length, has uniform aerodynamic propel'tie!: with no ventilation

shafts.

15.3.1 Theoretical Calculations.

Fran structural drawings Dnd the near field aerodY:'lamic tests. train

parameters were established aSI

.. • 500 ft a Of 86 sq ft

d • 9.17 ft

- .--
Similarly, relevant tunnel parameters were given as:

A .. 338 sq ft f = 0.0267
D '"' 19.1 ft

Following the procedure given in Table 15.5.

o - 86 sq ft/338 sq ft = 0.254
t 500 ft
cr= 9.17 ft '"' 54.53

k- ... (0.3)(0.254)(1-0.254)2 = 0.0424

N

k-
T
R (0.254)2 = 0.0645
12_
kl = r 1-0.254] - 1.796

k2 = (1. 796) (1 - 0.0645) - 1 0.680

k3 ... (1. 796) (1 + 0.0424) - 1 = 0.872

k .. - 1
[1-0.254) 3 [(0.254) 5/~ (0.0267) + (0.254) (0.023 ) ) .. 0.0162

kS .. [1- 2(0.254)]2 '"' 0.435

1- 0.254
0.254
(0.3) (1- 0.254J (0.435) - 0.044

k, • (0.254 )2. 0 116

1- 0.254 •

Continuing the proredure given in Table 15.5, the solution for Pressure

coefficients C-T, C+ +
T ' CN' and CN gives

Approaching trains:

C; - 0.0

C+ - -0.680
T
CN - (0.U162) (54.53) - 0.680 - 0.203

C; • 0.872 + 0.203 • 1.075

15-36
 Just after the nose of one train passes the nose of the other train:

C
T = 0.0
C+ -0.680
T
C+ == (0.0152) (54.53 - 0.0)
N - (0.680) ..~ 0.203
C
N • (0.435) - 1 -(0.044) + (0.203) = -0.406

Just before the nose of one train reaches the tail of the other train:

C .. 0.0
T
·C+ = -0.680
T
+
C .. -0.680
N

C; .. ~.435 - 1- 0.044 - 0.680 = -1.289

Just after the nose of one train passes the tail of the other train:

C; 0.0

C
N
.. -0.872

C; .. -0.872
c; . 0.435 + 0.116 - 1 - 0.872 • -1.321

Just before the tail of enG train reaehe8 the tail of the other train:

C+ .. 0.0
N

.C; .. -0.872
CT • -(0.0162) (54.53) - 0.872 .. -1.755

C; • 0.435 + 0.116 - 1 - 1.7~5 ~ -2.204

Aft~r the trains have passed:

+
CN • 0.0

CN • -0.872

c; • -(0.0162) (54.53) - 0.872 • -1.755

C; • 0.600 - 1. '55. - 1.075

15.3.2 Performance of Mod~ls.

For comparisca of the models shown in Tible 15.5 with field test results,

it was assumed that pressure insi~e the lead car is approximately equal

to P; • Similarly, it was assumed that pressure inside the rear car is

represented by P+ , These_simplifications imply that pressure changes

T
occurring in the annU~dr space around a tra1n at a given location are

transmitted undiDlished to the car interior at that loc-ation. The

validity of tli.o!se approximations is to a larye oeqree dependent on the

net f-.:-ee area of openings (ventn.ationducts, cracks, etc,) allowing

passage of small quantities of air between the interior and extp-rior of

tr.3 carS. Car ventilation fans were shut down during the tests to

avold extraneous effects.

Air temperature inside ..:he su':> ...ay du:.:ing tests M-226 and M-227 wa&

on the order of 70F. For simplicity, it was assumed that atmospheric

conditions within the subway were approximately standard.

Test M-226. For test M-226, thp train dispatched southbound from

Henri Boura88~ Station contained the onboard pressure instrumentation.

Use of measured train apeed-time profiles with static pressure rocords,

marked with significant events, enabled a reasonably accurate map of ".

train podtion-time-static pressures to be reconstructed for analysis.

Such a map is shown in FigUre 15.16.

Fiqure 15.16 waS formulated by enlarging, tracing, and synchronizing

original strip ~hart data. This Figure shows atatio pres8ure inside the

lead and rear cars of the southbound train between the time that the

train enters Cremazie station until it passes Fan Shaft 4504 (Site F).

These results include pressure transients occurring as the northbound tnd

15-38
 SB - Southbo~n1 Train
NB - Northbound Train
C' 5B Nose
~ exits Cremazie
..o til
..... SB Nose passes 7 /
I'
Cre~~zie overpass
5B Nose paooses
~l"" NB Nose NB Nose enters Cremazie
-.J OQ 1..-_ _- __ / I
'oSE D
.--~--~~~,- -. ~--~~~--'-~~'-~--~-

H~T SB Nose ~.
'0 enters Cremaz~e SB Tail /
., 01
ClJ '= 5B Nose pa&ses F
exits Cremazie
S~ L SB Nose passes
NI:! Tail
1
il.
!i
Interval of
Train Passage
....
VI
I S8 Nose enter,; SB Tail enters
W
\0 cremaZie
,.. Cremazie
~'\
o 1/1
j SB Tail passes NB Nc>se passes
.... CJ
,.. 0' ... ,..... / C~...de overpass ~ SB Tail
~
c III
£:1
... ti
10 'II SB Nose passes-" "
\....i..
~ __ ,
--":II'7i~
u 5T
J>.o Ill·
"
overpass C.l\.-L ........... ~

11/ til
'" III
I~ "-
Cremazie
a:li: ~NB Nose enters
.L Tail passes cremazie
SB Tail
121 129 137 145 153 161
Time from Train Start, Sec

Figure 15.16 Pressure Transients Onboard Southbound Train Test M-226

southbound trains pass {about 143 sec to 150 sec after train start).

Examination of Fi<}.lre 15.16 leads to the following general conc1usionr.:

1. The most predominant onboard pressure transients aris£<

during passage of the trains. Onboard pressure transients

of secondary signific,nce are caused by the train pass-

log fixed discontinuities, such as changes in tunnel croSS

section and openings to the outside.

2. Pressure waves are not a significant phenomenon. In fact,

from Fi~ 15.16, it is difficult to positively identify any wave

effects.

A detailed comparison of m..:asured and predicted onboard pressure

transients during train passage is shown in Figure 15.17. The fiel<l test

results shown in Figur.e 1S.l7 represent a further enlargement of the data

shown in ~igure 15.16 to concentrate on the phenomena of irterest.

FrOm the train speed-time profiles, the speed of the southbound train

was about 47 mph during passage. Similarly, the speed of the northbound

train was estinulted as 45.5 mph. 'l'he average train speed U is then

47 + 45.5
u 2
46.25 mph

using the average train speed with eqn.(l),

3.1( 46~~5 )2 = 1.036 in.w.g.

In Fi9ur£ 15.17, the phenomena of particular interest are the pressure

changes that occur as the trains pass rather than levels of absolute

15-40
 t
-~

I
I
I
I

I
I
I
I
!

Q)

.,.E
~

T Q)
(f)

, ......

I \ -*-

L~--l ~_.b."".UT t

v~ns5a~d ~o~~a~uI a~nssa~d ~oT~a~uI

..!H;) pea'] .II?;) .1liaH

15-41
pressure that exist before, during and after this event. Therefore,

differences in pressure coefficients play an important role. Using

Table 15.5, and the pressure coefficients developed earlier, the predicted

pressure change occurring in the lead cars as the tra.in noses pass is

simply given by the difference in C; just before and after nose passage,
times 1/2Pu2 , or
(1.036 in.w.g.) (-0.406 - 0.203) -0.631 in.w.g.

Table 15.5 predicts that the pressure change occurring In the lead car

as the nose of one train closes on the tail of the second train will be

linear. In this case, the magnitude of the pressure change is given by

(1.036 in.w.g.) (-1.289 ~ .406) - -0·915 in.w.g.

The duration of this linear pressure change is simply

1 500 it
At .. 2U 3.68 sec.
(2) (46.2Smph) (1.4: fps/mph;

The remainder of the predicted pr'!'!ssur.a changes 1n the l.e~d and trailing

cars for Figure 15.17 were developed in a similar manner.

Finally, since pressure changes are of primary interest, the predicted

pressure in the lead car just before the trains meet has been set equal

to the measured pressure in Figure 15.17 to facilitate comparison.

Figure 15.17 shows that the overall changes in pre~sure and linear rates

of press~re change inside the southbound train are predicted reasonably

well by the simplified models.

The most notnble discre~ancy between measured and predicted res·llts in

Figure 1~.17 i~ ~~~n~iA~pd with the abrupt chanqes in pressuro predicted by the

15-42
 simplified models when the train noses pass, when the nose of one train passes

the tail of the second train, and when the train tails pass. The causes

of this discrepancy are L~ought to arise from:

1. Attenuation of pressure changes by the car body.

2. A short-term breakdown of the one-dimensional flow assumption

as the trains transition betwp.en the confi9urations shown

in Table 15.5.

3. Failure of the process equations to account for the limited

amount of compression of air which does occur during extremely

rapid pressure changes.

Unforthnately, it is not possible to determine the exact cause(s) of the

observed discrepancy based upon the limited instrumentation employed for

the test.

Test M-227. For Test M-227, the train with onboard p~essure instrumentation

was dispatched northbound from Beaubien Station.

From train speed-time profiles, the speed of the northbound train

was about 46 mph during train passage. Similarly, the speea ~f the

southbound train was about 44 mph. Therefore, average train speed was 45 mph.

Assuming standard ambient conditions within the subway and using techniques

similar to those applied previously, a detailed comparison of measured

and predicted pressure chanqes was performed and this comparison is shown in

Figure 15.18.

Generally, comments made in association with Figure 15.17 are applicable

to Figure 15.18, except that for Fiqure 15.18 the comparison between measured
and predicted results is somewhat more favorable.

15-43

~--
 Noses Pass Tails Pass
',- /T011'
,2: t,t = 3.78 sec ",... lit = 3.78 sec -~----
Q.

QJ
....
::l
Ul
Ul
C1; Measured
1-0
Il- 0' _____ Predicted
o .
•..-t :::
.... ..-4
" > ~
S ...
t I"
~
{J
1 -....::: r-
'1j
00
oS

....
\.II + Eo<
I ll-
olio
olio CIl - - - ~--....-.....__,--.,-=....o.....!
....
::::I
!II
III
<II
Il-
....
....
-d
.
~
.:
....
........0 .... ........
.......
CIl ..........
+I
.: .......
1-4 1
.... r'--
00
{J V''''-'''''':;
...00 ......... .......,I
~
......,r-----~r------ ---,-------
T
r.-lse~ Time

Figure 15.18
Comparison of NeaslJred and Predicted Results for Passinq Trains
Nontr('al Validation Field Tests - Test H-227

L~ . __"_"_._. . _.~. il~

Conclusions. In spite of discrepancies noted in the discussion of

Fiqures 15.17 and 15.18, it is considered that the process equations of

Table 15.5 are 4uitable for preliminary design calculations. In this

context, the process equations of Table 15.5 can be used with confidence

to estimate the effects of train speed, blockage ratio, and frictional

roughness on pressure transients ariSing from passing trains.

15-45
 15.4 J1ult.i-Junction and Tunnel Flow Ap.ro~ynitmicR

The aerodynamic behavior in the far field, that is, the piston

effect tunnel airflow, is directly influenced by the near-field, train-

induced pressuree. Tests were performed specifically to validate the

far field math~,matiC"al model .tn the Berkeley Hills Tunnr..!l Tests (Ref. 2).

As explained previously, the; METk:::' tests specifically addressed the piston

action airflow behavior at "Y" and "T" multi-junctions. These multi-

junction tests illl:; licitly addressed the far field theory for both

single and bi-directional train operations, since the multi-junction

mathematicfll model requires the far field, piston action tunnel flows

at the junction.

lt is .i.mportant to note that these multi-junction and tunnel flow

tp.sts were performed in orc',er to check the accuracy of the SES program

in predicting thl~ overall flow spl! t at "T" and "y" junctions. The

predominant influences on the flow split at a junction are usually the

tunnel wall friction (fLV 2 /2D) and geometry-dependent, "minor" (I<v2 /2)

head losses in th~ tunnel segments forming the junction, and if there is

a vent shaft at the junction, the head loss coefficient of the vent shaft.

In addition, the inertia of the air flows in the various tunnels and/or

ventilation shafts forming the multi-junction also have a large influence

on the overall split of the unsteady flow at the multi-junction. The

accuracy of the SES-computed multi-junction flow split computat10ns is

further enhanced by the "multi-junction the,ory" of Ref. 6. This theory

addresses the flow losses -jue to turning or expanding flow at the junction.

15-46
Since these losses are usually small in comparison with t."nnel friction

losses and vent shaft head loss coefficients, this theory often results

in a fine tuning of the computed flow splits.

'l11e "T" junction examined was the junction of the tunnel between

Cremazie ~~d Jarry stations and fan shaft 4504 at site F (see Figure 15.5).

The "Y" junction examined was the junction of the .single-track tunnel

leading to the workshops and the tunnel between Sauve and Cremazie st~tions

at site D (see Figure 15.5).

Seven test runs were conducted for the Inulti-junction field validation

(see 'i'able 15 2). There were five I-train te:;ts (M-211 through M-2lS~

.md two 2-train tests (M-226 and M-227). Each test train maintained
I
constant speed within the tunnel after accelE!rating from either Beaubien

station northbound (test.s M-2l2, M-2l4, M-226 and M-227) or Henri Bourassa

station southbound (M-2ll, M-213, M-2l5, M-226 and M-227).

As shown in Figure 15.5, various shafts and ~tation entrance-

ways were closed in order to channel a greater volume of airflow toward

the junction being examined in each particular test.

Prior to undertaking the task of comparing the test findings with

the SES calculations, it was necessary first to ascertain the meaning

of the point velocity measurements in terms of the bulk fluid v~locity

computed by the SES. Velocity traverses conducted under steady-state

conditions with fan induced airflows indicated that at the'transducer

locations at sites C, E, F and G the flow velocities were representative

of the actual bulle flows (see Figure 15.19). Thus the measured velocity

was taken as repreSGntatiw of this bulk flow velocity.

15-47
 \, I~~"f;:f~ ~~: :i .
. . f, c:c
.~;.:.~

::; ... ~:;,.

;;
Co'ci''':
,:~'i:-' t:, .r,,·'" ..
:"
::j I~
f~ ,I·;' .,,: :::~ [:;' ':~.
;':':c' :c ':'" ::' :.:~ . :::,:.::::,,:,. L:~ 1': :.'::
. t; l;;4':::' [':i ,;, Ii:
r::; .:. !:; : : ,

-+--+-+-+-+-+-+"-I-~--+--I--I~f--I--I--1--+-+ - 1 , I +-+--+-1----, I I . -+ I , I 1 1

Figure 15.19. Velocity Profil~ Map for both Forward and Reverse Flow f01
Test M-OOl at Inatrument Site G.

15-48
 The velocity profile is, of course, distorted when unsteady flow

conditions exist. During acceleration of the air, inertial forces

playa relatively larger role than viscous forces, and the resulting

profile is more uniform across the tunnel than the steady-s~ate profile.

The velocity measurement would thus be slightly higher than th~ bulk flow.

When the air is slowing, the deceleration is first noted in the layers

near the wall (Ref. '7). In this situation, the measured velocity would

be slightly low in relation to the actual bulk flow velocity.

15.4.1 Tests with One Train

Due to a lack of sufficient tracti.ve effort !It slJE!eds over 40 mph,

speed limitations in certain portion~ of the system, and speed control

sensitivIty, the trains in the multi-junction tests were not able to

maintain constant speed throughout each test. As a result, explicit

train Pf:rfomance '",as used in the corresponding SES simulations to

duplicate the actual train performance. The train speed-time profile

for test M-211, typical of all tests, is shown in Fiqure 15.20.

Coaparisons of the field measured tunnel and fan shaft airflows

and the corresponding SES calculations for the 1 train tests are shown

in Figures 15.21 through 15.31. The initial airflOW, on t~p or~er o~ 1~~ to
240 fpm, is the natural ventilation effect in the METRO system. This

value was entered as an initial flow for the SES simulations. The SES

calculations were consistently within the accuracy of the reduced field

data, being within %10\ for the steady-state airflOWS.

:i'l,
~~ I
il!

50

40

..... c:-'
VI ::e:
I 30
VI .;1
0 CI
<II
0.
III

.....C
:ll LV
4-J

10

0, f
o 100 200 300
time, sec.

!·'l.gure 15.20 Train Speed-time Profilp. for Test M-211

i
'i
I',:,i:",
I
 Air Velocities (PPM)
-1600 -1200 -800 -400 a 400 1300 1200 1600 2000
t I I t I I I I

Key

-+ :Direction of Positive Flow

2
JL :Open Shaft

.JL .LealI;~ Shaft: or Tunnel

~ :MeasurE!llent
240J.. J • 1 . . £ .J
:SES

Traiil Situation·-- --I

!
200

. ,-

160 ,-
..... u
VI ~
I !II
VI
....
~1120
-
}_ "" I_:_ " __ l

80