General Specification for Standard Urban Railway System

1

Design StandardDesign StandardDesign StandardDesign Standard

(STRASYA) (STRASYA) (STRASYA) (STRASYA)

2

General Specification

for Standard urban Railway System for

Asia

(STRASYA)

Japan Railway Technical Service (JARTS)

January 2004

Technical data contained herein are proprietary information of JARTS which shall be treated confidentially and shall not be furnished to third parties or made public without prior written permission by JARTS These technical data are subjected to export control law of Japanese regulations and diversion contrary thereto is prohibited.

3

Table of Contents

1. Principal concepts for promoting the route outline A7-6

2. Basic Track Layout of Tunnels and Viaducts A7-7

3. Tracks A7-8

4. Station A7-9

5. Rolling Stocks A7-10

6. Electrical and Mechanical Ground System A7-25

7. Automatic Train Protection (ATP) and Automatic

Train Supervision (ATS) A7-31

8. Communication System A7-33

9. Automatic Fare Collection (AFC) A7-36

10. (Option) Platform Screen Door A7-39

11. Depot A7-40

12. Training A7-42

13. Surrounding Environment A7-42

14. Standards A7-42

15. EMC / EMI A7-42

16. Materials and Workmanship A7-43

17. Submittals A7-43

18. Warranty A7-43

ANNEX-1 : Section of Underground A7-44

ANNEX-2 : Section of Viaduct A7-45

ANNEX-3 : Vehicle and Construction Gauge A7-46

ANNEX-4 : Section of Track A7-47

4

１１１１．．．．Principal concepts for promoting the route outline

Points and Desired Features General Specifications Remark

1) Roles of the operation line

2) Linkage with the corresponding

transportations

3) Rectification with the future

development

4) Transportation capacity and

operation maximum speed

This document does not describe how to specify the transportation

network, underground or viaduct of the line and know-how of the

operation management etc.

This document describes how to specify the basic specification for

urban railway system and equipment after the confirmation of the

transportation capacity and route profile of the line.

<Option> AC, AC/DC catenary system

This document does not include the specification of the <Option>

< General Pre-summary> ・・・・The transportation capacity is considered about 30,000 persons

per hour. ・・・・Double tracks ・・・・DC 1,500V Overhead Catenary System ・・・・Maximum operation speed is about 110 km/h.(option 130km/h)

5

2．．．．Basic Track Layout of Tunnels and Viaducts

Points and Desired

Features

General Specifications Remarks

1) Basic track layout

2) Construction

methods

3) Standards

The followings shall be considered to develop the operation line.

The comments of [ ] shows the exceptional case.

1) The minimum horizontal curve radius for main line (m)

: 600 [１６０]

2) The maximum grade (%) : 2.0 – 3.0 [3.5 *1]

3) The minimum distance between tracks (m) : 3.8 [3．6]

4) The minimum vertical curve (m) : 3,000 [2,000]

5) Cant (mm) : 8.4 × V2/R

6) The minimum length of transition curve (m) :

L1=0.8Cm[0.4Cm]、 L2=0.01CmV[0.007CmV], L3=0.009Cd

(Cm= actual cant, Cd= cant deficiency)

7) The type of transition curve : Half sinusoidal curve or 3-dimension

curve.

8) Level crossing with other main line : not allowed

The followings shall be considered to design the civil work.

2.1 General

1) Construction ｇａuｇｅ : Vehicle gauge + 0.4 m

(0.2 m in case of wagons with windows that can’t open.)

2) Axle load for structure design: less than 14 ton.

2.2 The width of formation level for earth work and viaduct

1) Equal or more than 2.75 m

(Extra width according to curve radius shall be added.)

2.3 Tunnel

1) Section area : ANNEX-1

2) Construction method : Relative conditions (soil conditions, depth,

section area, tunnel for single or double track) should be considered.

(For example : Open cut, Shield, Mountain)

3) Safety facilities : Evacuation route and exhaust system for fore, lighting

system etc.

*1 : M/T=1

*ANNEX-1 :

Section of

Underground

*ANNEX-2 :

Section of

Viaduct

* ANNEX-3 :

Vehicle and

Construction

Gauge

6

3．．．．Tracks

Points and Desired Features General Specifications Remarks

A. Track Gauge

1) Adapt existing railway track gauge

2) Appropriate for urban railway

B. Rail

1) Sufficient strength for urban railway

2) Good maintainability

3) Reasonable construction cost

C. Track Structure

1) Low noise and vibration

2) Good maintainability

3) Easy construction

4) Reasonable construction cost

3.A Recommended Track gauge

1) 1,067 mm or 1,000 mm

2) Optional track gauge: 1,435 mm

3.B Recommended Rail.

1) Long rail

2) 50 kgN Rail (50.47 kg/m)

3) Optional rail : 60 kg Rail (60.8 kg/m)

3.C Recommended Track Structure.

1) Anti-vibration sleeper concrete bed track

<Optional Structure>

1) Solid concrete bed track:

Apply for the section, which is required low

construction cost, but allowed high noise and vibration

2) Anti-vibration ballast track

Apply to the section which is specifically required to

reduce noise and vibration.

*ANNEX-4 :

Section of Track

7

4．．．．Station

Points and Desired

Features


1) Design

2) Layout

3) Construction method

4) Standards

5) Climate control

6) Station management

7) Entrances / Exits

8) Station surroundings

The station is the center of the community and integral part of the success

of railway system. When the station is designed, the followings shall be

considered.

4.1 Platform

1) Type: The center or island type is chosen by allowing

for relevant conditions.

2) Width: In both cases, the width of platform shall be calculated

with condition of the maximum number of people there in

the future.

3) The minimum width (example) :

3 m (Center part) – 2 m (end part) for center type,

2 m - 1.5 m for island type alike.

4) Length: (the maximum length of train) + 5m

4.2 The width of passageway and stairs

1) Enough width for the maximum person flow.

4.3 Lifter and escalator for passenger

1) These facilities should be installed as much as possible. If

impossible at present, the future installation should be allowed in

the initial design.

8

5．．．．Rolling Stocks

Points and Desired

Features


5.A.0 Design Concept

1) Attractive

appearance

2) Comfortableness

3) Convenience of

passengers

4) Accessibility

5) Safety

6) Reliability

7) Speed

8) Lower price

9) Lighter weight

10) Less maintenance

11) Environmental

preservation

5.A.0.1 Comfortable Railway System Design

1) For passenger

-To provide good riding comfort

2) For driver

-To provide simple and comfortable operation, easy access to

overall information on board

3) For maintenance

-To provide low and easy maintenance linked with TIS (Train

Information System)

5.A.0.2 High Reliability of Trains

1) High availability of trains

2) Increase of punctuality

3) The fast recovery of the service line by linking the information

between TIS on board and OCC (Operation Control Center)

5.A.0.3 Reduction of Life-Cycle Cost

1) To provide the equipment of fewer parts and free of maintenance

2) To save the energy and increase maintainability of tracks by light

weight vehicle

3) To apply the pro-active maintenance with preventive maintenance

5.A.0.4 Environment

1) Use of recycled materials

Reference:

Rolling stock

Guideline for

Specification

of Urban and

/or Suburban

service EMUs

TIS : Train

Information

System

OCC : Operation

Control

Center

5.A.1 Exterior Design

1) Harmony with

surroundings

2) Modern / Futuristic

carbody

3) Exterior color without

painting

To provide urban, modern, functional and speedy train

<Customer’s Choice>

Fiber Reinforced Plastic (FRP) and Color Bands allow the

accommodation of various exterior design.

9

Points and Desired

Features


5.A.2 Interior Design

1) Passenger acceptance

2) Comfort

3) Wide space

4) Barrier free

Interior design shall offer the bright and comfortable space for passengers

and consider the easy access and enough space for the handicapped

person.

<Customer’s Chice>

The arrangements of Seats, Strap-hangers & Stanchions and

Interior Colors allow the accommodation of various interior

design.

Wheel chair and barrier-free access from platform to the vehicle and vice

versa will be considered.

5.B.0 Performance

1) Performance capable

of high-density running

2) High energy efficiency

5.B.0.1 Under the condition of M/T=1

1) Acceleration : 0.92m/s2 (3.3km/h/s)

2) Deceleration : (Service B) 0.97m/s2 (3.5km/h/s), (Emergency B)

1.25m/s2 (4.5km/h/s)

a) Electric Brake (Regenerative) Priority with blending brake by

friction

b) Electric EB(Emergency Brake) priority by master controller.

Others are friction EB.

3) Maximum Speed: 110km/h <Option: 130km/h>

*In case of <Option: 130km/h> in 1,000mm gauge, the following M/T

train formation ratio (5.B.1) will be re-considered to keep the same

acceleration because of the smaller space for the traction motors on

the bogie. ＜＜＜＜Option＞＞＞＞

1) Dynamic (Rheostatic) brakes can be installed.

The equation of

running

resistance is

based on EMU

formula of JIS

5.B.1 Outline of Train

Formation

Tc-M-M-Tc or Tc-M-M-T-M-Tc

(Tc : Trailer car with operator’s cab, T : Trailer car, M : Motor car)

Car types should be limited to reduce spare cars.

1) Gauge : 1,067 mm or 1,000 mm (option: 1,435mm)

2) Axle weight : Less than 14 ton at crush load

3) Tare weight : Tc = 25.7 ton, T = 22.4 ton, M = 28.2 ton

4) Passenger Capacity

a) Seated : Tc = 48, T & M = 54

b) Seated + Standing : Tc = 147, T & M = 162

5) Passenger Crush Load Weight (Approx.): 20 ton / car in average

10

Points and Desired

Features


5.B.2 Electric System

The standard electrification voltage is DC 1,500V with catenary system.

1) Rated voltage : DC1,500V

2) Voltage regulation : DC 900V – 1,800V

3) Line voltage for performance assurance

a) DC1,500V for powering

b) DC1,650V for regenerative brake

5.B.3 Maintenance

Preventive and low maintenance will be applied.

1) Fewer parts usage shall be considered in design.

2) Application of pro-active maintenance by using TIS on board

5.B.4 RAMS

1) High reliability,

availability,

maintainability and

safe product

2) High MDBSF (Mean

Distance Between

Service Failures)

3) High MDBCF (Mean

Distance Between

Component Failures)

Mean Distance Between Failures (MDBF) which cause 5 minutes or more

service delay should not be less than 100,000 km.

5.C.0 Carbody Outline Light weight stainless steel shall be used for car-body.

1) Basic dimensions

a) Body length : 19,500 mm (length of vehicle over coupler faces

20,000mm)

b) Body width : 2,950 mm

c) Roof height : 3,655 mm (excluding pantograph and air

conditioner)

d) Floor height : 1,150 mm

2) Transition from platform to car should be as smooth as possible.

3) Width of car-body shall be optimized to reduce feeling of congestion.

4) Maintainability of all equipment should be considered.

5) All equipment shall take into consideration its maintainability and

recyclability.

6) Equipment should be designed to be fireproof so as to meet the

requirements of operating in a covered area such as tunnels and

underground.

11

Points and Desired

Features


7) Comfort (lighting, noise, temperature, ridership, etc.) of the

passengers should be considered.

8) Various production techniques, such as panel methods, will be

utilized for manufacturing and outfitting to simplify assembly and to

reduce lead time.

5.C.1 Underframe,

Carbody

Structure

Structure is made of weld-assembled stainless steel (SUS301 or

SUS304).

1) Depending on levels of strength needed and outlook for procurement

of materials, carbon steel, corrosion-resistant low-alloy high-tensile

steel (LAHT) or some other material may be used.

5.C.2 Roof Structure

Structure is made of weld-assembled stainless steel (SUS301 or

SUS304).

1) Depending on levels of strength needed and outlook for procurement

of materials, carbon steel, corrosion-resistant low-alloy high-tensile

steel (LAHT) or some other material may be used.

5.C.3 Floor Structure

In order to increase thermal and sound insulation, floor should be around

25mm thick.

1) Layered floor structure should be connected to stainless corrugated

steel sheet of underframe by synthetic resin floor packing material.

2) Next, 2-3mm thick rubber finishing material should be placed on top.

5.C.4 Interior Finishing

1) Ceiling

2) Windows

3) Seat

4) Side door

5) Gangway

5.C.4.1 Ceiling

1) Passenger cabin wall lining shall be made mainly of cosmetic panels

made from fiber reinforced plastic (FRP).

2) Ceiling shall be made of FRP and comprise of a singular unit

consisting of cooling equipment, trunk air outlet, and lighting

attachments.

5.C.4.2 Windows

1) Windows shall consist of fixed and opening windows.

2) The opening windows shall be used for ventilation during emergency.

Special glass such as heat absorbing glass shall be used and no

curtains will be installed.

5.C.4.3 Seats

1) Seats shall be of a cantilever type arranged longitudinal and/or

12

Points and Desired

Features


transverse.

2) Tubular luggage rack should be located above seats.

3) There shall be sufficient space in front of the seats for standing

passengers.

4) Also, there shall be strap-hangers and stanchions in areas close to

the side doorways.

5.C.4.4 Side Door

1) In order to ease entering and exiting the vehicle, there shall be 4 side

doorways on each side, and each doorway width shall be 1,300mm.

2) Doors shall be controlled from trainline signals initiated by the

operator and shall be provided with an obstruction detection system

for passenger protection during the door-closing cycle.

3) Doors shall also be able to be operated manually from pushbuttons

located adjacent to the doors.

5.C.4.5 Gangway

1) Gangway shall be designed in such a way that there is no large level

difference between cars so that passengers can safely pass through.

2) Area designated for wheelchair space shall be provided in the rear

end of the cab car.

5.C.5 End Sill

Compression Load

1) The end compression load shall be 490kN (50tf) [tensile: 343kN

(35tf)] under the total safety railway system.

2) Car ends shall be constructed to be a collision energy absorbing

structure.

5.D.0 Equipment

Installation

1) Equipment shall be unified by integrating devices, simplifying wiring

and piping, brake equipment and pre-installed cab equipment.

2) Trainlines and car wiring shall be minimized by utilizing TIS

3) Preventing electrical interference (preventing emission and improving

immunity) and increasing reliability and maintainability of equipment

shall be considered when introducing and choosing equipment.

5.D.1 Cab 1) Cab shall be reinforced structure and shall be separated from the

passenger cabin by a partition.

2) Structure and equipment shall be devised with crews’ safety and

comfort in mind.

3) Windshield shall be made of defogging safety glass and have

intermittent electric wiper with water spray.

13

Points and Desired

Features


4) Crew seat shall be horizontally and vertically adjustable with ability to

recline.

5) Air conditioner output level shall be adjustable.

6) Equipment located in cab shall consist of one-handle master

controller and panel with display for TIS.

5.D.2. Underfloor

Installation

1) Equipment shall be separated into pneumatic parts and electrical

parts and installed in such way to increase maintainability of the

underfloor equipment.

2) Equipment shall be placed so that center of mass is centered

horizontally and laterally.

3) For safety, equipment shall be located within width of the underframe.

4) Equipment shall be designed so that they are mounted directly to the

supports of the underframe.

5) Wiring, piping and ducts shall be laid on the underframe in order to

increase workability.

5.E.0 Bogie

1) Axle box suspension system : Radius arm type

2) Secondary suspension system: Bolsterless bogie, air spring directly

mounted

3) Traction device : Single link type

4) Foundation brake equipment : Tread brake unit

(Trailer bogies shall be tread and/or disc brake)

5) Bogie frame : Steel, welded structure

6) Fixed wheelbase : 2,100 mm

7) Wheel diameter : 860 mm(New), 780 mm (Worn)

5.E.1 Gear Unit

1) Type : Twin disk coupling or gear(WN)coupling type

parallel Carden gear unit

2) Reduction type : Helical single reduction gear

3) Lubricating oil : The recommended oil should be able to get in

this country.

5.E.2 Fundamental

Brake Unit

1) Simplified mechanism,

light weight

2) Slack adjuster function

3) Parking brake function

1) Type

a) for M car:

-Tread Brake Unit

b) for T car:

-Axle Mounted Disc Brake and Tread Brake Unit

2) Output force

a) Max. 50kN

3) Max. allowable pressure

a) 700 kPa

14

Points and Desired

Features


4) Slack adjuster

a) Automatic slack adjuster

5) Brake Block & Lining

a) Composition type

6) Output force of parking brake

a) Min. 10 kN

5.F.0 Current Collection

1) Simple structure

2) Maintenance- free

type

1) Type : Single arm pantograph

2) Operation type : Spring raised, pneumatically lowered

5.G.0 Coupler

1) Semi-permanent

coupler

2) Tight-lock coupler

3) Jumper coupler

(High-pressure Circuit,

Low-pressure Circuit)

1) Only fore end of Tc-cars and detachment point of middles cars shall

use tight-lock coupler. Other train coupling shall use semi-permanent

couplers.

2) Admission pressure offset type rubber draft gear shall be used.

3) Crossover between cars should be divided into high-voltage

three-phase jumper coupler and low-voltage jumper coupler for

control and auxiliary.

4) On the front car, there shall be relief coupler for emergency operation.

5.H.0 Brake System

1) Electrical command

type brake system

2) High Response

5.H.0.1 Type of brake command

1) HRA (High Response Analogue) Air Brake System

5.H.0.2 Type of brake

1) Service brake : Control by Digital step of PWM Analogue with

preferential use of electric brake

2) Emergency brake: Normal energized train line loop

3) Parking brake : Automatic application by spring (with manual

release)

4) Holding brake : Prevention of roll back when climbing gradients

These brake commands will be interlocked with each other and

propulsion system, and monitored by TIS.

PWM:

Pulse Width

Modulation

5.H.1 Brake Control

Unit

1) High reliability

2) Energy saving

3) Improvement of riding

comfort

4) Anti-skid control

1) Separate circuit for brake control and brake control surveillance by

processor.

2) Self-diagnosis function

3) For energy saving, electric brake shall be utilized preferentially.

4) Blending control of dynamic and pneumatic brake for riding comfort.

5) Variable load control

6) Jerk control

15

Points and Desired

Features


5) Transmission to

monitor device

7) Wheel slip or slide detection and re-adhesive control (per axle)

8) Transmission method: RS485 (semi-duplex)

9) Operation status display by 7-segment LED for maintenance

10) Insufficient brake detection

11) Non-release brake detection

5.H.2 Motor-driven Air

Compressor Unit

1) Low noise, low

vibration

2) Air dryer

3) Oil/ Drain separator

1) Type : Screw or Scroll type

2) Power : AC-440V-60Hz-3Phase (Tentative)

3) Capacity : 2000L/min.

4) Q’ty : 2 sets/ 1 formation (in case of 6 cars)

5) Air dryer : Hollow-fiber membranes type(enable continuous

operation)

6) Oil separating performance : 0.01mg/m3

5.H.3 Pneumatic Valve

Parts

1) Electro-pneumatic

change

relay valve

2) Variable load valve

3) Pressure sensor unit

4) Pressure switch

5) Cutout cock

6) Strainer

7) Anti-skid control valve

1) Electro-pneumatic change relay valve should be a compact,

lightweight. It consists of relay valve with expanded capacity and

high-priority, electromagnetic control valve for service brake and

electromagnetic valve for emergency brake.

2) Variable load valve should be able to adjust brake cylinder pressure

related air springs pressure by exterior bolt on outside.

3) Pressure sensor converts compressed air pressure to electric

voltage.

4) Anti-skid control valve should have enough response.

5.I (Not used)

5.J.0 Propulsion

system

1) Powering /

Regeneration,

Forward / Reverse will

be performed by

inverter with no large

contacts in the main or

control circuits.

2) Low noise system

3) Natural cooling for less

maintenance

4) With fault loggins

16

Points and Desired

Features


5.J.1 Variable Voltage

Variable

Frequency (VVVF)

Inverter

1) Application of

high-voltage, high

capacity IGBT

2) Natural cooling with no

pollution

3) Energy-saving traction

control by high

precision, high

functionality

microprocessor control

Basic specification of VVVF Inverter equipment

5.J.1.1 Overall System

1) Main circuit

a) Simultaneous 4-motor control x 2 groups + Simultaneous 4-motor

control x 1 group

b) Voltage type PWM-inverter applying IGBTs.

2) Control method

a) Automatic acceleration and deceleration control by the VVVF

inverter.

b) Voltage model compliant vector control.

c) Electric regenerative brake featured.

3) Main circuit cooling

a) Self-cooling (by running air, or with water) or (by running air with

coolant)

4) Inverter noise reduction via pulse modulation control.

5) 32bit microprocessor based on controller applying DSP for more

precise torque control and faster response resulting in a higher

adhesion coefficient and reduction in lapses of regenerative braking.

5.J.1.2 Rating

1) Electrical system : DC 1500V Overhead Line. (Max.:1800V,

Min.:900V)

2) Control capacity : Max. output, 800KVAx2(8 motor control)

or 1600KVAx1(4motor control)

VVVF: Variable

Voltage Variable

Frequency

IGBT: Insulated

Gate Bipolar

Transistor

5.J.2 Traction Motor

(TM)

1) Self-ventilating

induction motor

2) Low noise

3) Long time between

maintenance where

disassembly is

necessary

Basic specification of Three phase cage induction motor

5.J.2.1 Rating and Performance

1) System : Cage type 3-phase induction motor

2) No. of poles : 4-pole

3) Ventilation method : Self ventilation approach

4) Drive transmission method : Parallel Cardan Free Arm type

5) Capacity : 190kW for 1,067mm gauge

6) Rated voltage : 1100Vac

7) Insulation class : H

8) Temperature rise limit : 180K(stator winding resistance)

9) Noise reduction via low noise fan

10) Long service life via improved bearing material

17

Points and Desired

Features


5.K.0 Auxiliary Power

Supply

1) Each car set should

have two or more

APUs in order to

increase redundancy

2) Natural cooling with no

pollution

APU:

Auxiliary Power

Unit

5.K.1 Auxiliary Power

Unit (APU)

1) Quiet Inverter by using

high switching device,

IGBT

2) Galvanic insulation

from load

3) Less maintenance

4) With fault logging

Basic specification of 2-level inverter with IGBT

5.K.1.1 Type

1) Direct conversion two level inverter with IGBT

2) Control method : Voltage output control by pulse width modulation

3) Galvanic insulation : Galvanic insulation by power transformer

4) Cooling method : Natural cooling (heat pipe cooling for switching

devices)

5.K.1.2 General Specification

1) Input voltage : DC1500V

2) Output voltage : Three phase 440V 60Hz

3) Output voltage accuracy : ±10%

4) Frequency : 60Hz±1Hz

5) Capacity : 150kVA(tentative) for 2 cars

6) Load power factor : 85% (lag)

5.K.1.3 General Function

1) Starter : Automatic start depending on voltage criteria

2) Reset : Automatic reset

3) Main circuit protection: Automatic circuit breaking by High Speed

Circuit Breaker (HSCB)

4) Fault data logging : Automatic recording for fault protection

5.K.2 Battery Charger

1) Each car set should

have two or more

battery chargers

2) Satisfactory lifespan

and characteristics for

batterｙ

Basic specification of Battery charger

1) Diode full bridge rectifier with a step-down transformer (With voltage

adjusting tap)

2) Input : 440V, 60Hz, 3 Phase

3) Output : DC100V or DC110V

18

Points and Desired

Features


3) With Voltage adjuster

5.K.3 Power Extension

Equipment

1) APS should be able to

provide (or receive)

three-phase power to

(or from) another

inverter.

Basic specification of Power Extension equipment

1) Automatic extension feeding system by detecting reduction of output

voltage.

2) Changing over system : Electromagnetic contactor

5.L.0 Battery

1) 100V/110V alkaline battery shall be used.

2) Battery shall have capacity to operate necessary equipment for a

minimum of 30 minutes when main power is cutout.

5.M.0 Service

Equipment

5.M.0.1 Air Conditioning System

1) Air conditioning system should be fully automatic, having capacity of

62,000 kcal/h (Tentative) and operating in link motion with the roll

filter.

2) Filters may be disposable or washable.

3) Cross current fan capable of operating at three levels should be

installed on ceiling.

5.M.0.2 Sign Displaying

1) Sign displaying destination should be installed on front and side of

the car exterior.

2) Signs displaying current station, etc., shall be installed in the car

saloon.

5.M.1 Air Conditioner

1) Fullly hermetical

type

2) The coolant of

Air-conditioner should

be non-pollution type.

3) Cross current fan may

be used to reduce

feeling temperature.

4) Climate control by

Train Information

System (TIS). When

Basic specification of Air Conditioner

5.M.1.1 General Specification

1) Based on temperature setting data from TIS, the controller turns

volume adjustment control on and off.

2) Microprocessor computer control via TIS command.

3) This system controls the operation of air conditioning unit, blower, roll

filter etc.

a) Dispersed ceiling unit

b) Energy saving by control with microprocessor, comfort control

c) Application of ventilation fan and cross current fan

19

Points and Desired

Features


TIS fails, manual

operation should be

available.

5.M.1.2 Rating (Tentative)

1) Cooling performance: 62,000kcal (based on heat exchanger air

intake of 28 deg C, 65% humidity and train

exterior temperature of 33 deg C)

2) Power supply : Main circuit 440Vac, 60Hz, 3 phase

3) Voltage fluctuation : Static mode ±10%,

Frequency fluctuation : ±3%

4) Coolant : Non-pollution refrigerant R407C

5.M.2 Ventilation Fan

1) Emergency ventilation shall be performed with opening the windows.

2) The exhaust fan will not be necessary.

5.M.3 Lighting

1) 20W or 40W fluorescent lighting shall be installed in two rows.

2) Brightness of 200 Lux or more should be achieved at 750mm above

floor surface.

3) Power source shall be alternating current (AC). However, direct

current (DC) shall be used for emergency lights in case of a power

outage.

4) All lights shall be shatterproof.

5.N.0 Door Operating

Equipment

1) Door type

2) Door closing

mechanism

3) Door operating

strength

4) Door safety operations

1) Pocket type double sliding door, open door width 1300mm

2) Pneumatic single cylinder, double acting operation, single unit

electromagnetic valve, belt type double opening mechanism

3) Closing force of 560N, opening force of 620N (air pressure of

490kPa)

4) Reducing pressure control system of door close operating force at the

door full closed position. (Reducing close operating force: 130N)

5.P.0 Automatic Train

Protection (ATP)

1) Brake Output:

a) Full service braking

b) Emergency braking

c) No movement

detection

d) Roll back detection

e) Fault logging

2) Mode Selection

5.P.0.1 ATP Reception

1) Reception : High frequency continuous induction type

2) Modulation : Square-wave amplitude modulation

3) Signal : Cab signal display

4) Processing method: Digital processing

5) Redundancy : Double

5.P.0.2 ATP Speed Detection

1) Calculation method : Data verification fail-safe CPU

2) Speed detection accuracy : +/- 1.0km/h

3) Wheel diameter correction : 780-860mm

20

Points and Desired

Features


a) ATP manual

b) M+25 (Tentative) for

depot operation

c) ATO mode

<Option>

4) Stop detection speed : 5km/h

5) Redundancy : Double

6) Reverse detection speed : - 5km/h

5.P.0.3 Tachometer

1) Wheel diameter correction

2) ATP signal display

<Option> ATO receiver

1) Transmission method : Electromagnetic induction type

2) Modulation : FSK modulation

<Option> ATO control

1) Control method : Model predictive control

2) Station stop accuracy : +/- 35cm

3) Spot information : P1, P2, P3, P4

4) Wheel diameter correction : 780-860mm

5.Q.0 Train Information

System (TIS)

1) Status display

2) Failure display

3) Service equipment

control

4) Fault logging

5.Q.0.1 System

1) System composition : central apparatus, terminal unit, and

display unit (one per cab)

2) Inter-car transmission : Multi-Drop Polling method

3) Inter-car transmission speed : 100kbps or more depending on the

application <Option>

4) Inter-car transmission medium : Shielded twist pair cable

5) Intra-car transmission : RS485, half-duplex transmission

6) Internal-car transmission : 9600bps (Typical)

or more depending on the

application <Option>

5.Q.0.2 Central Apparatus

1) Control method : Micro-processor applied Real-Time OS

2) Redundancy : Single

3) Storage memory : Battery backup RAM

4) I / O : DI (Digital input), DO (Digital output), PI

(Pulse input), Serial transmission

5.Q.0.3 Terminal Unit

1) Control method : Micro-processor applied Real-Time OS

2) Redundancy : Single

3) Storage memory :battery backup RAM

21

Points and Desired

Features


4) I / O : DI, DO, PI, Serial transmission

5.Q.0.4 Display Unit

1) Display : TFT color LCD

2) Display size : 10.4inch

3) Man-Machine Interface : Touch Panel

5.R.0 Onboard

Destination Display

5.R.0.1 System

1) System composition : Display control, End destination display, Side

destination display, Passenger saloon display

2) Transmission method: RS485 compatible, semi-duplex bus

5.R.0.2 Display Control

1) One is installed in each car in the TIS box, it controls the display

devices based on the information provided by the TIS.

2) It monitors the health conditions of each display and gives feed back

to the TIS.

5.R.0.3 End Destination Display

1) One is installed on each end car, it displays the destination station

and train number based on the data received from the display control

installed in the TIS box.

2) 96mm High brightness three color LED with angle louver

3) Display area : Height 192mm, width 768mm

5.R.0.4 Side Destination Display

1) Two are installed on each car, it displays the destination station

based on the data received from the display control installed in the

TIS box.

2) 64mm three color LED with angle louver


5.R.0.5 Passenger Saloon Display

1) One is installed on each side door (i.e. 8 units for cars with 4 doors on

each side).

2) It displays various information based on the data received from the

display control installed in the TIS box.

3) Also when Opening/Closing of doors, it outputs warning chimes

triggered by the signal sent by each door operating equipment.

4) Three color graphic LED

22

Points and Desired

Features



5.S.0 Train Radio

Equipment

5.S.0.1 Basic Specification of the General Transmission Channel

1) By adopting SDH international standards, real-time, high speed,

wide-bandwidth high-capacity transmission should be applied.

2) System should be capable of sending various multimedia formats,

such as voice, FAX, images, characters and data.

3) Reliability should be achieved by utilizing two transmission channels.

5.S.0.2 Basic ^Specification of the Train Radio

1) Spatial wave radio type should be used over entire line.

2) By using VHF frequencies, information transmission as well as high

quality transmission with low interference is possible.

3) Train radio should be able to transmit regular and emergency

communications

4) On-board health data should be transmitted, linking with TIS.

5.T.0 Public Address

System

1) The system shall consist of public address system, cab

correspondence, and emergency calling.

2) DC100V/110V power supply shall be used for the system.

3) Public broadcasts shall be pre-recorded.

4) Cab correspondence equipment shall allow two-way communication

between cabs and emergency correspondence units in passenger

compartments.

23

6. Electrical and Mechanical Ground System

Points and Desired

Features


6.A.0 Substation

1) Substation should be

two-line system

consisting of normal

and backup with

consideration for loss

of power from electric

company.

2) Substation should be

made of equipment

with consideration of

energy-saving

potential and

fire-proofing.

3) Transformer should be

made with low

maintenance

equipment.

4) Substation should

have unattended

operation with remote

supervisory control.

5) Disaster prevention

and security

equipment should be

installed.

6) Regular inspections

should be designed to

be infrequent.

Basic specification of Power substation system

6.A.0.1 System

1) Receiving voltage : 60kV or 20kV

2) Receiving system : Two lines, normal and backup

3) Bank structure : Rectifier redundancy, two or three banks

High voltage power distribution redundancy,

two banks

6.A.0.2 Capacity

1) Rectifier basic unit : 3,000kW or 4,000kW

2) Rectifier pulse : 12 pulses

6.A.0.3 Redundancy

1) Substation capacity : If one substation failed, necessary train can be

operated (under limited conditions such as

speed controls).

.6.A.0.4 Back-up

1) 6kV power distribution : one for general use and one for backup in

case of emergency.

2) Emergency power generation capability should be installed.

6.A.0.5 Switchgear System

1) 60kV switchgear : Cubicle type gas insulated switchgear

2) Main transformer : Gas insulated transformer, or oil transformer

3) Rectifier : Heat pipe cooling method or natural cooling

6.A.0.6 Power Control

1) Power should be controlled based on density of trains.

2) Supervisory control and maintenance management :

Supervisory Control and Data Acquisition (SCADA)

3) Safety equipment :

Fire fighting equipment

Security system (Surveillance camera and break-in

detection)

6.B.0 High Voltage

Power

Distribution

1) Distribution equipment

1) Power supply lines: Two lines (general use and dedicated emergency

lines).

2) Power supply should be designed so that when one substation fails,

24

Points and Desired

Features


should handle normal

and emergency loads.

2) Backup and capacity

requirements should

be taken into

consideration for times

such as when power is

terminated for work at

one substation.

3) Power supply

equipment at stations

and between stations

should be

standardized and have

a simple configuration.

4) Distribution route and

lines should take into

consideration of

vandalism and

accident prevention.

surrounding substation is connected and can provide necessary power.

3) All lines should have enough capacity so that necessary maintenance

could be performed during the day with one line operational.

4) Backup lines should be designed so that, for example, if there is fire in

tunnel, they are resistant enough to prevent spread of fire.

6.C.0 Low Voltage

Power Distribution

1) Voltage and

distribution equipment

should be able to

handle necessary

load.

2) System should be

constructed so that,

even if one line fails,

all lines do not fail.

3) Power supply for

station equipment

should be designed so

that instantaneous

power outages do not

occur when line is

switched.

4) Dedicated emergency

1) Power supply for equipment between stations (water drainage pump

for track bed, smoke extraction fan, signal equipment, etc.) :

a) High voltage switches to change between normal and emergency

lines

b) Lowering voltage from high voltage lines.

c) Depending on equipment location, voltage should be lowered in

electric room of stations. (3 phase, 4 line 415 V or 3 phase 3 line

210 V)

2) Distribution within the station : 3 phase, 4 line 415V system

3) Power supply : Four types, two for general use, one for emergency

and one for power failure

25

Points and Desired

Features


line should, among

other safety features,

be fire resistant.

6.D.0 Electric Room

1) Equipment design

should take normal

and emergency load

into consideration.

2) Backup scheme and

load capacity should

be designed based on

consideration of power

failure.

3) Power supply for

lighting or machinery

should not be stopped

even in case of one

line outage.

4) Day-time maintenance

should be possible.

5) Load shedding for

equipment such as air

conditioner should be

performed during

power failure or

emergency case.

6) Remote supervisory

control and acquisition

of maintenance data

should be allowed.

1) 6.6kV two lines (general and emergency) from substation should be

received at electric room and it should be stepped down for power

supply at station. Meanwhile, large power consumers, such as air

conditioners, the power source should be supplied directly from high

voltage lines.

2) Equipment should be configured by two independent systems and low

voltage power system should be changeover type to increase

reliability. (Daytime inspection should be allowed by one line

shutdown)

3) Equipment such as the transformer should be mold-type for safety.

4) Emergency power supply should be separated from electric room to

prevent easy spread of fire.

6.E.0 Emergency Power

Supply

1) Emergency power

supply equipment is

mainly used for

emergency load and

necessary load such

as signaling system

1) Emergency power generator should be gas turbine or other type.

2) The installation area should be independent room to prevent spread

of fire.

3) Necessary fuel for two hours operation should be provided.

4) Emergency power supply equipment should have sufficient capacity

to feed necessary power for escape lighting, equipment which does

not accept instantaneous power outage such as automatic fare

26

Points and Desired

Features


during power failures.

2) Basically, emergency

power supply system

should be installed at

substation.

3) Cost should be taken

into consideration.

4) As emergency power

supplies, internal

combustion engines

should be gas turbines

which can be operated

by only air-cooling in

order to achieve

operations even in

case of natural

disasters.

5) Emergency power

should be activated

quickly (within 40 sec)

after detection of

power failure, because

it is used for fire

fighting or smoke

extraction system.

collection system, at least one smoke extraction equipment in a

power distribution area.

6.F.0 Mechanical

Equipment

1) Service for

passengers and

disabled people

should be considered

(barrier free).

2) Air conditioners at

platform and

concourse should be

duct-type. Air

conditioning can be

used for cooling in

summer and

1) Escalators and elevators should be installed.

2) Inverter air control should be installed for air conditioners at platform

and concourse.

3) Tunnel fans should be installed in same direction as direction of trains

in order to use wind caused by trains.

4) All ventilation equipment and smoke extraction fans at platform,

concourses and tunnels should be able to operate in even during

failures.

5) Drainage pump equipment in tunnel should be duplicated system for

redundancy. Each pump should detect water level and they are

automatically operated interchangeably each other.

6) Water level monitoring and remote control should be allowed.

7) Emergency power supply should be used for pumps.

27

Points and Desired

Features


ventilation during other

seasons.

3) During cooler

operation, load of

cooler should be

calculated, and

induction of fresh air

should be controlled.

4) Tunnel ventilation

system should be

designed based on

consideration of train

operation schedule

and temperature in the

tunnel.

5) Drainage pumps in

tunnel should have

high reliability to

reduce an impact on

train operation.

6) Smoke extraction

system shall use

emergency power

supply and it should be

emergency active

system in

consideration of

generator capacity.

8) Load shedding features should be provided so that load of station

equipment can be adjusted in case of power failure or fire.

9) Smoke extraction equipment should be installed in between each

substation.

6.G.0 Supervisory

Control and Data

Acquisition

(SCADA)

1) SCADA consists of

power management

system and

equipment

management system

in order to achieve

necessary train

6.G.0.1 Power management system

1) Power management system should mainly manage power

substations for train operations through telecommunication network.

6.G.0.2 Equipment management system

1) Equipment management system should mainly control and monitor

station equipment such as air conditioning system, escalators,

elevator, communication system, smoke extraction fans, etc.

6.G.0.3 Maintenance Management Function

28

Points and Desired

Features


operation.

2) SCADA should be

designed based on

consideration of

reliability and cost

depending on the aims

to be achieved.

3) SCADA should include

maintenance

management function

for power substations,

disaster prevention

system, air

conditioning system,

escalators, elevators,

communication

equipment, smoke

extraction fans, etc.

4) SCADA should be

designed based on the

latest information

technology to minimize

cost for operation and

maintenance.

5) Management function

for maintenance work

and shutdown

operation should be

included.

1) SCADA should have supporting function to enable the efficient

maintenance work including document control and diagnose of

equipment.

6.H.0 Overhead

Catenary System

1) Overhead line should

be able to maintain

necessary voltage at

point of contact for

normal operation.

2) Contact loss should be

infrequent.

3) Material of contact

6.H.0.1 Overhead Catenary System

1) Pantograph point voltage : More than 900Vdc

2) Trolley line current : Below by current capacity

3) Allowable temperature of hard-drawn trolley wire :

Less than 90 deg C.

4) Overhead line structure : Single overhead contract system &

catenary system.

5) Over head trolley bar structure : For a tunnel

6) Trolley line quality of the material : Hard-drawn trolley wire with slot

29

Points and Desired

Features


wire should be

selected with

consideration of

material of contact

strip

30

7. Automatic Train Protection (ATP) and Automatic Train Supervision (ATS)

Points and Desired

Features

General Specifications Comments

7.A.0 Automatic Train

Protection (ATP)

1) Train protection is

based upon the

on-board pattern

2) Minimum headway :

100-120 seconds

3) Cab signal (with the

advance signal

supplemented)

4) Broken rail detection

5) Emergency Train stop

control

6) Automatic diagnosis

system

1) Control Area:

a) Maximum control area is 4km from equipment room.

b) Maximum track length is a less than 400m.

2) Train Detection:

a) Between stations : AF non-insulated track circuit.

b) Station yard : AF insulated track circuit.

c) Depot & Maintenance area: Single insulated commercial power

frequency track circuit.

3) ATP Signal transmission : Transmit digital signal constantly from

wayside to on-board.

4) Equipments connection : Optical Fiber LAN system.

5) ATP Signal Frequency : 5kHz-10kHz

6) Over run protection : Based upon the on-board ORP pattern.

7) Safety : Bus-synchronous system is applied for CPU unit.

8) Switch machine control : Program-based interlocking system.


10) EMC :IEC 61000,EN50124 series

AF : Audio

frequency

(10kHz-30kHZ)

7.B.0 Interlocking

Devices

1) Devices should be

made of highly reliable

software and failsafe

hardware, creating

extremely high levels

of stability and safety.

2) In order to control

devices, man-machine

interface should be

made simple and

easy-to-use by

integrating personal

computer.

a) Route control

b) Signal control

c) Switch machine

control

1) Configuration : Solid state interlocking equipment, Duplex system

2) Route control area : 20km (maximum)

3) Transaction cycle : 200m sec. (minimum)

4) Number of routes : More than 200


6) Transmission speed : 125MBPS

7) Number of point machine : 8 / 1 unit card

8) Number of signal lamp unit : 4 / 1 unit card

9) User Interface : PC based GUI

31

Points and Desired

Features


7.C.0 (Option)

Automatic Train

Operation (ATO)

1) Station stop control

2) Train location is

corrected by

transponder balise

3) Wheel diameter

correction

4) Transmission: Digital

signal communication

between wayside and

on-board.

5) Stop position

adjudication

information

6) Platform Screen Door

Control

7) Dwell time control

1) Stopping accuracy : Less than +/- 350mm

2) Stopping adjudication : Short/Just/Over position are available.

3) Transmission: Digital signal communication between wayside and

on-board.

-Transmission Frequency :

a) Ground to On-board : 3MHz

b) On-board to Ground : 1.7MHz

c) Power wave (On-board to Ground:256kHz)

4) Transmission Speed : 64kbps

7.D.0 Automatic Train

Supervision (ATS)

1) Automatic route

control

2) Train headway control

3) Diagram creation

4) Diagram editor

5) Failure recording and

reporting

6) Drivers & conductors

management

7) Depot control

8) Passenger service

information control

9) Traffic reporting

10) Dwell time control

11) Interface with other

facilities

1) OS: Real-time based operating system is applied for

microprocessors.

2) Redundancy: Duplex system

3) External transmission: Optical fiber LAN, HDLC sequence

4) Transmission speed: 100MBPS

5) System configuration: Central convergence

6) Control Panels: Graphical User interface with CRT or Hard panel.

7) Diagram creation/ edit function: Screen editor is available.

8) Output: Real-time operation data outputs are available.

32

Points and Desired

Features


33

8. Communication System

Points and Desired

Features


8.A.0 General

Transmission Channel

1) By adopting SDH

international

standards, real-time,

high speed,

wide-bandwidth

high-capacity

transmission should

be possible.

2) System should be

capable of sending

various multimedia

formats, such as voice,

FAX, images,

characters and data.

3) Reliability should be

achieved by utilizing

two transmission

channels.

1) Transmission method: SDH (150M or higher) or IP(Internet

Protocol)

2) Transmission medium: SM optical fiber

3) Redundancy : by-pass,

4) Interface : telephone, 2/4W voice, 2M, V/X, I430, G703

(If employing IP, 100-Base twist pair / fiber pair)

8.B.0 Train Radio

1) System should be

capable of sending

various multimedia

formats, such as voice,

images, characters

and data.

2) Train radio should be

able to transmit

regular, emergency,

and maintenance

communications.

3) By using VHF

frequencies,

information

transmission as well

as high quality

transmission with low

1) LCX or spatial wave radio type

2) Base : 5W

3) Train : 2W

4) Portable radio : 1W

5) Redundancy : Duplex operation

34

Points and Desired

Features


interference is

possible.

8.C.0 Dispatch Phone

1) Dispatch phone

system should be

centralized system

that integrates

trackside phones and

business phones.

2) System should consist

of centralized main

phone equipment,

dispatch phone, and

handsets.

3) Dispatch phone should

be part of dispatch

table that is controlled

by touch panel.

1) Dispatch phone : 2W star connection

2) Trackside phone : 2W branch connection

3) Business phone : 2W star connection

4) Features : Individual, group and all number calling, caller ID,

regular line reception

5) Other : Punch panel control, cordless handset

8.D.0 Closed Caption

Television (CCTV)

1) Centralized monitoring

of train movements

and station platforms

should occur in traffic

dispatch center.

2) Command should be

able to view any

station from control

desk.

1) Graphic format NTSC/PAL

2) Camera location : Platform, concourse

3) Monitor location : Command center, station office

8.E.0 Guide Sign

Equipment

1) Guide sign should be

easy to read and be

made of LED in order

to be able to show a

variety of information

including train

1) Display medium : Three color LED

2) Installation location : Platform, concourse

3) Display contents :

Departure time, destination, class, vicinity, service messages

4) Other : Registration of optional service messages

35

Points and Desired

Features


schedules.

2) In order to increase

value for the users,

guide signs should not

only be able to show

train information but

also optional service

messages, news and

so on.

8.F.0 Public

Announcement (PA)

1) Announcements from

dispatcher

2) Station office

3) Platform

4) Automatic disaster

prevention devices

5) Recorded messages

(such as background

music and public

service

announcements)

should be broadcast

based on pre-determined

priority scales.

1) Broadcast content : guidance, emergency messages, and

pre-recorded messages

2) Features : Individual, group and sweep broadcasting

as well as priority control

36

9. Automatic Fare Collection (AFC)

Points and Desired

Features


9.A.0 Automatic Fare

Collection (AFC)

1) AFC should possess

ability to manage

gates, revenue, ride

statistics and

maintenance.

2) AFC should be easy to

operate and efficient.

3) AFC should be

expansible and

flexible.

4) AFC should be

fault-tolerant.

5) AFC should be easy

for maintenance.

AFC system will consist of the following 4 levels:

9.A.0.1 First Level

The equipment shall be composed of the followings.

1) Automatic Ticket Vending Machine (ATVM)

2) Ticket Office Machine (TOM)

3) Automatic Gate Machine (AGM)

9.A.0.2 Second Level

The Station Monitoring System (SMS) level will be composed of the

followings.

1) Monitoring Panel (NP) which monitors the operating status of the

first level equipment to be installed on-site

2) Data Processing Unit (DPU) which collects such data and

information as the total number and amount of tickets issued by

the ATVM, TOM, and the number of passengers who passed

through the AGM and the operational and fault status of each

equipment.

9.A.0.3 Third Level

This will be composed of the Management Station Computer (MSC)

which monitors and controls site equipment of corresponding stations,

and transmits the collected data to Central Computer via Front System

Processor (FSP) which is in Central Computer room.

9.A.0.4 Fourth Level

The Central Computer System (SSC) level will be composed of the

followings.

1) Front System Processor (FSP) which collects data of MSC and

transmits it to the Host computer, Operator Workstation (OWS)

and Maintenance Workstation (MWS).

9.A.1 Automatic Ticket

Machine (ATVM)

1) ATVM should issue

magnetically encoded

ticket or non-contact IC

card by passenger’s

operation.

Basic specification of Automatic Ticket Vending Machine (ATVM)

1) Power supply

AC220V +/-10%, 50Hz or 60Hz +/-2%

2) Configuration

-Cabinet

-Front Panel

37

Points and Desired

Features


2) The ATVM should be

employed with the

direct thermal printing

method which prints

information on the face

of the tickets.

-Coin Processing Unit

-Bill Processing Unit

-Ticket Issuing Unit

-Card Processing Unit

-Staff Operation Panel

-Coin Cash Box

-Slip Printer

-Communication Interface Unit

-Control Unit

-Power Supply Unit

9.A.2 Ticket Office

Machine (TOM)

1) TOM should be

operated by the station

staff to issue all types of

tickets or non-contact

IC card to be used in

the system.

2) TOM should have the

excess fare adjustment

function.

Basic specification of Ticket Office Machine (TOM)

1) Power supply

AC 220V +/-10%, 50Hz or 60Hz +/-2%

2) Configuration

-Equipment Cabinet

-Console

-Fare Display

-Slip printer

9.A.3 Automatic Gate

Machine (AGM)

1) AGM should check the

validity of the ticket or

non-contact IC.

2) AGM should control

the passenger’s

entry/exit by the flap

type doors.

3) Processing capacity is

more than 60

passengers per minute.

Basic specification of Automatic Gate Machine (AGM)

1) Power supply

AC 220V +/-10%, 50Hz or 60Hz +/-2%

2) Configuration

-Cabinet

-Door units

-Ticket Transport Units

-Ticket Bin

-Passenger Detection Sensors

-Operator Panel

-Communication Interface Unit

-Control Unit

-Power Supply Unit

9.A.4 Station

Monitoring System

(SMS)

Basic specification of Station Monitoring System (SMS)

1) Power supply

38

Points and Desired

Features


1) SMS should be

collected from each

AFC equipment sales

and statistical data.

2) The Monitoring Panel

(MP) of the SMS should

monitor the operational

and fault status of each

AFC equipment in the

station for station staff

to control the

equipment.

AC 220V +/-10%, 50Hz or 60Hz +/-2%

2) Configuration

-Data Processing Unit (DPU)

-Monitoring Panel (MP)

-Interface Unit(IU)

Uninterrupted Power Supply (UPS)

39

10. (Option) Platform Screen Door

Points and Desired

Features


10.A.0 Platform Screen

Door (PSD)

1) Design of door should

match surroundings.

2) Door should be safe

for passengers leaving

and entering train (i.e.

safety precautions

should be installed and

energy to move the

door should be small).

3) High reliability

4) Simple maintenance

1) Door type (full screen, half screen, gate type)

2) Exterior dimensions and load requirements for design

3) Material (stainless, aluminum, or steel with painting) and surface

finish

4) Support method for door (top support or bottom support)

5) Relationship with rolling stock gauge and construction gauge

(existence of safety equipment to measure distance with PSD)

6) Ground for door

40

11. Depot

Points and Desired

Features


11.A.0 Depot Outline

1) Depot Facility : Stabling Track, Inspection Track, Inspection

and Repairing Workshop

2) Work Outline : General Overhaul, Critical Parts Inspection,

Regular Inspection, Daily Inspection, Special

Inspection

11.A.1 Inspection and

Repairing

Workshop

1) Workshop should be equipped with facilities capable of the following

activities.

2) Receiving Inspection :

-Exterior inspection, car-body and equipment measuring

3) Interior and Roof Equipment Maintenance:

-Maintenance and repair of seating, lighting, public address

equipment, door operators, VAC units, current collectors, etc.

4) Bogie Maintenance :

-Bogie mounting / demounting, maintenance and repair of traction

motor, wheel and axle.

5) Cab Equipment Maintenance :

-Maintenance of ATP equipment, train radio with diagnostic

instruments.

6) Underfloor Equipment Maintenance :

-Maintenance and repair of propulsion equipment, auxiliary power

supply, brake equipment, battery, coupler, etc.

7) Various Function Tests

8) Test Run

VAC:

Ventilation and

Air Conditioner

11.A.2 Inspection Track

1) Double-deck working platform on both sides of the track: one floor

height and one roof height

2) Power should be supplied by over head catenary

3) Roof structure is necessary

11.A.3 Stabling Track

1) Working platform of floor height on both sides of the track

2) Power should be supplied by over head catenary

41

11.A.4 Other Facilities

1) Depot Administration Building

2) Vehicle Washing Facility

3) Shed for Work car and Maintenance car

4) Rail Storage Space

5) Power Substation

6) Waste Fluid/Oil Disposal Facility

7) Parts Maintenance and Repair Shop

11.A.5 Rolling Stock

Depot Power Source

1) There should be

1500VDC power

supply for movement

of vehicles within the

depot.

2) There should be

sufficient power supply

for examinations and

receiving inspections.

3) Power source should

be separated from

main line so that

problems in depot do

not affect operations.

4) Electrolytic corrosion

measures should be

taken since the electric

resistance to ground

will be small within the

depot.

1) DC power source should be directly fed from power substation with

proper circuit breaker when substation is close by.

2) Power loads should be separated within the depot by switches.

3) Power supply for inspections should be high voltage directly fed from

power company, than distributed to each inspection facilities from the

electric room.

42

12. Training

Points and Desired

Features


12.A.0 Training The training will be performed for nominated personnel to maintain the

supplied equipment fully.

1) A training plan will be prepared according to user expectations and

training performed based on the plan for suitable trainees.

2) Operation and Maintenance Manuals will be submitted.

3) Training and training documentation will be in the English language.

13. Surrounding Environment

Points and Desired

Features


13.A.0 Surrounding

Environment

The specification will be specified to meet with the country to apply this

system.

14. Standards

Points and Desired

Features


14.A.0 Standards Specifications should be based on Japanese Industrial Standards (JIS).

15. EMC / EMI

Points and Desired

Features


15.A.0 EMC / EMI / RFI 1) EMC / EMI shall be held to a minimum not to affect the operation of

signals and/or of any of the railway systems.

2) RFI (Radio Frequency Interference) shall be also held to a minimum to

hear the radio or the specified communication system ton board or

facilities along the railway road.

3) The EMI / RFI study report will be submitted for review and approval.

If necessary, it would be possible to have test and evaluation to each

piece of equipment against the IEC standard.

4) The interface test between systems shall be implemented by using real

facilities and/or equipment on site or on the main line under the approved

test plan.

43

16. Materials and Workmanship

Points and Desired

Features


16.A.0 Materials and

Workmanship

1) Environmentally harmful materials such as polychlorinated biphenyl

(PCB), lead, asbestos and chlorofluorocarbon (CFC) should be

avoided in the design and manufacturing of the car.

2) Materials should be in accordance with the relevant standard

appropriate for the application.

3) The manufacturer should propose suitable materials for those that are

not covered by the standard.

17. Submittals

Points and Desired

Features


17.A.0 Submittals 1) Operation and Maintenance Manuals, illustrated parts catalog and

“as-built” drawings those are necessary for operating, maintaining

and repairing the systems and equipment supplied, installed or

modified under the contract should be supplied.

2) Documents should be supplied in both hard copies and electronic

copies.

3) All submittals including training aids should be prepared in English

language.

18. Warranty

Points and Desired

Features


18.A.0 Warranty Whole of the vehicle, excluding consumable parts and other special parts

specified otherwise, should be guaranteed for the period of 24 months

after the commissioning of the vehicle or 36 months after the date of bill of

lading of each shipment from Japan, whichever comes earlier.

44

φ 7

ｍ φ10m

Shield Tunnel for single

track (Parallel formation) Shield Tunnel

for doubled track

Depth: approx. 10～30ｍ

Surface of Ground

Spacing moreSpacing moreSpacing moreSpacing morethan a Diameterthan a Diameterthan a Diameterthan a DiameterR.LR.LR.LR.L

R.LR.LR.LR.L

ANNEXANNEXANNEXANNEX----1111

45

Unit: mm


46

Unit: mm

The gauge for accessories for signs

The gauge for the gadget on roof when pantograph folding

The gauge for the gadget on roof when pantograph standing

The gauge for facilities except overhead

lines

Vehicle Gauge Construction Gauge


47
