Particulars of East West Metro Project :
MASS RAPID TRANSIT SYSTEM
KOLKATA METRO RAIL CORPORATION
METRO RAILWAY , KOLKATA
NUMBER OF TRACKS
02( EAST BOUND & WEST BOUND)
(UNDERGROUND :06 & ELEVATED 06)
CENTRAL PARK DEPOT
BHARAT EARTH MOVERS LIMITED , BEML
16.6 Kilometers (Underground: 10.8 Kilometers & Elevated: 5.8 Kilometers
1435 MM,STANDARD GAUGE
750 V DC using Third Rail Power Supply System
SUB STATION (RSS)
02 Nos. (CENTRAL PARK DEPOT & HOWRAH)
80 Km/h(Design Speed: 90 km/h)
Communication Based Train Control (CBTC), Hitachi/Ansaldo STS
Total No of Rolling Stock
14 Rakes (84 Coaches)
(13 Rakes are supplied in which 05 Rakes has been commissioned and handed over to Metro Railway and remaining 08 Rakes are under commissioning)
06 Cars (Motor Car: 04 Nos. & Trailer Car: 02 Nos.)
2068 of 6 Car Unit
SALIENT FEATURES IN RAKES OF E-W METRO RAKE
Ø The KMRCL EMU rolling stock will comprise 84 cars, and they will run East to West (E/W) corridors of the Kolkata Metro Rail project from Salt Lake Sector-V till Howrah Maidan.
v The 6 car Metro rake is an engineless electro-pneumatic system with electric propulsion, regenerative, electrodynamic and pneumatic braking. Each rake comes in a 6 car formationpackage comprising a symmetrical distribution of two identical basic units consisting of 3 cars each in the fashion as shown below :
Each basic unit comprises of 3 coaches - one DM (Driving Motor) car with attached driver’s cab, followed by one Trailer (T) car which is followed by one Motor (M) car in the fashion illustrated above.
v The train is designed to carry a total of about 2070 passengers (AW4 condition i.e. Dense crush load) with seating capacity of 286 passengers and 8 persons standing per sq. mtr.
v The Trains are made out of high tensile, austentic state-of-art stainless steel car body of grade SUS301L to JIS G443D5 or equivalent standard for all structuralmembers having thickness less than or equal to 4.5 mm. Stainless steel of Grade SUS304L has been used for all the underframe equipment mounting brackets having thickness more than 4.5 mm.
v Train is enabled with state of the art CBTC based signaling system with multiple modes of operation for improved safety which are: i. Automatic Train Operation (ATO- driverless) mode, ii. Automatic Train Protection (ATP) mode, iii. Restricted Manual (RM) mode, iv. Yard Manual (YM) mode, v. Washing/ Coupling (WCM) mode, and, vi. Reverse Operation mode. The ATP, ATO and RM modes are signaling controlled modes of train operation, whereas all the other modes are Rolling stock controlled. RM mode can also be Rolling stock controlled. ATP/ATOis the normal mode of operation.
v The train is fitted with an Ethernet IP based Advanced Train Control and Management System (TCMS) for the real time control and management of all the major train-borne equipments like Door systems, Auxiliary and Propulsions systems, Ventilation and Air-conditioning systems, Brake systems, PAPIS systems, CCTV system, Train Radio system and the ATP/ATO (signaling system). The TCMS is an IP based network with system redundancy for failsafe operation and also caters to the need for data downloading of the various train information parameters. The TCMS is integrated with the high data rate Broad Band Radio system meant for real time streaming of the live video feeds of the CCTV camera to the OCC.
TCMS Visual Display Unit (VDU) inside cab
v Propulsion system in the rakes is based on Energy efficient three phase drive with Variable Voltage Variable Frequency (VVVF) propulsion control technology. The Train set is designed with 66% of tractive efforts and is driven by two sets of AC Traction motors operated at 550 V AC power supply and controlled by two VVVF (Variable Voltage Variable Frequency Power Unit) in each DMC& MC cars. The VVVF inverter utilizes PWM type Insulated Gate Bipolar Transistor (IGBT) components with high capability to regenerate power during electric braking.
VVVF INVERTER BOX UNDERFRAME
v Braking system is based on an electro-pneumatic, microprocessor controlled, bogie based direct service braking system which performs blending function depending on brake demand and the dynamic brake performance. It provides for Regenerative brake (Dynamic Braking) from maximum operation speed of 80 Kmph till 1 Kmph and a Pneumatic braking from 7 Kmph till physical halt. The bogie based break system is controlled by a state-of-art electronic brake controller system called BECU with each car having one BECU unit per bogie. The Train brake system is designed with Service Brake, Emergency brake and Parking brake besides Auto brake with protection system for Wheel Slip as well as Wheel Slide.
BECU inside coach end wall panel
v All the coach wheels are designed with double disc brake system for greater braking efficiency.
v Wheels are fitted with flange lubricator to maintain healthiness of the wheel flanges by reducing frictional loss.
v All equipments in the train including all saloon panels, GFRP, etc is designed with fire performance materials including 7cables comply with international Fire Safety Standards like the NFPA130 Standard. The Train is designed with side evacuation facility from any door in any side of the coach.
v All VAC units in the train are equipped with mechanism of fresh air intake control depending on the passenger load. This is in order to ensure energy efficient operations of the VACs.
v The trains are equipped with passenger amenities of superior ride qualities and state-of-art public address system. There is provision for First Aid Kit kept inside driver’s cab, provision of traction interlocked door system with obstruction detection and pushback facility for assured safety.
FIRST AID BOX KEPT INSIDE CAB
v The train is fitted with a full IP based PAPIS system with high speed IP backbone for providing modern passenger information/ infotainment services. The PAPIS system provides for the following facilities: OCC Radio PA, driver PA, PA through the Auxiliary Communication Panel, Cab to cab communication, passenger to motorman emergency communication through PEAU, playing of pre-recorded messages (emergency as well as special messages) through saloon speakers, displaying of various information including route information to the passengers through the TFT display screens. Besides the system also provides for playing of door chimes for alerting passengers during opening and closing of doors. Besides there also speakers on the exterior coach body.
TFT SCREEN INSIDE COACH – TRILINGUAL DISPLAY
PASSENGER INFORMATION BOARD INSIDE COACH
TRAIN RADIO CONTROL HEAD (RCH) INSIDE CAB FOR COMMUNICATION WITH OCC
v Provision of Close circuit Television (CCTV) cameras inside and outside of coach for safety of passengers with remote monitoring at operational control centre. The train provides for live streaming of video content from CCTVs to OCC in order for centralised monitoring. Besides, train operator inside the cab can view in the CCTV HMI the camera feeds coming from inside the different coaches.
vProvision of anti-climber:
The train has provision for energy absorption devices in the form of anti-climbers at the car end sills to prevent car overriding in the event of a collision.
vLoad based Energy Efficient intelligent LED lighting system:
The train comes fitted with energy efficient intelligent lighting system which dynamically adjusts the train light output inside a coach based on the ambient light intensity (coming from outside) and also the temperature inside the coach. Thus inside tunnel light intensity inside coach will be more.
v Mobile charging facilities:
Each coach in train has 220V AC (single phase) sockets earmarked for mobile/ laptop charging for onboard passengers.
v Fire Extinguisher in rake:
Inside each coach as well as inside each cab one Fire Extinguisher cylinder is kept in sealed condition and kept adjacent to end wall panel within direct visibility of the passengers for meeting any onboard Fire emergency usage.
v Primary and secondary suspension for better riding comfort:
Provision of hard rubber imposed primary suspension and secondary air bellows for superior riding comforts.
v Allocation of dedicated seating space for the specially abled and senior citizens as well as earmarked space for wheel-chaired passengers.
v Nos. of PEAU in each car:
Inside each saloon car there are 04 (four) Nos. of Passenger Emergency Alarm Units (PEAU) - 2 Nos. in each alternate doors in the left as well as the right sides. The PEAUs are the devices by means of which the passenger can draw the attention of the train operator and communicate with him in case any emergency situation arises inside coach. once a PEAU in a coach is operated, a buzzer rings inside the cab Main control panel (MCP) alerting the train operator after which he speaks with the passenger and subsequently terminates the PEA himself from MCP and the PEAU in coach gets reset automatically, no need for anybody to reset the PEAU inside the coach.
MAIN COMMUNICATION PANEL (MCP) INSIDE CAB FOR PAPIS
AUXILIARY COMMUNICATION PANEL (ACP) INSIDE CAB FOR PAPIS
v Integration of CCTV and PEAU on cab CCTV HMI:
The train provides for switching of cab CCTV HMI screen from split screen mode to full screen mode of assigned dedicated camera whenever the corresponding PEA is initiated inside the coach. once the PEA call is terminated by the Train Operator the CCTV HMI screen automatically returns to the split screen view.
CCTV VIDEO DISPLAY on CAB CCTV HMI SCREEN WHEN PEAU PRESSED
v Provision of heat, smoke and toxicity detectors as part of Fire Detection System (FDS) inside each coach.
Salient feature of Signalling Systems :-
v Kolkata EW Metro is going with one of the most advanced form Automatic Train Control (ATC) System with the latest state of Art Signaling System of Communication Based Train Control System (CBTC) which will ensure the safe passage of trains and optimises line capacity.
v CBTC will help in maximizing the throughput of the system by providing better capabilities to reduce the headways of 2.5 minutes.
v CBTC Based Signalling system will allow Automatic Train Operation (ATO) with minimal intervention from the train operator.
v It will ensue automatic operation of the trains between stations, automatic stopping of trains at platform and automatic opening of train door and platform screen door (PSD) on the appropriate platform.
v Entire train movement can be monitored in real-timeand controlled from the operation control center (OCC) at Central Park Depot & back up control center (BCC)at Howrah station.
v Using the Tetra Train Radio, the train operator can be contacted from the control centre at any time.
v On-time arrival and departure of trains with the help of Automatic Train Supervision (ATS) feature. Real time Passenger information support system at the stations is provided.
v Each station has been provided with Emergency Staff Protection (ESP) system for passenger safety to stop the train during entering & departing time of Train.
v Each station also has been provided with Blue Light Station system for safety of maintenance staff during access of the track by disconnection of 3rd line 750 DC power supply.
Salient features of Telecommunication Systems :-
v Highly modular, diverse redundant ring architecture of Fiber Optic Network. The SPOF (Single Point of Failure) will not lead to loss of any normal functioning of any equipment.
v CCTV surveillance at Tunnel Ventilation Shaft, Evacuation Shaft, Tunnel Portals.
v 100% CCTV coverage at the specific areas at all the stations.
v Onboard CCTV cameras at Rolling stock and real time monitoring & recording of onboard images remotely through BBRS (Broadband radio system).
v Local video storage system at each driver’s cab of the train.
v Centralized video analytics for onboard and stationary CCTV system at operation/backup Control centre.
v The use of TETRA Radio System will provide secure, operational communications for Train drivers, station staffs, depot staff and mobile maintenance personnel.
v Integrated announcement (PAS) and display system (PIDS) to provide real-time passenger audio broadcast and visual information at each station.
v Access Control System is installed to restrict access to important technical/server rooms.
Platform Screen Door System :-
The EW Metro Project will be having the Platform Screen Door system with the following features:
v PSDs are a system of motorized sliding doors that provide controlled access to the Metro trains and protect the platform edge.
v The train consists of a 6 passenger cars. Each passenger train car will have 4 passenger doors per side. PSGs, the half height Platform Screen Gates at Elevated Stations and Full Height PSDs at Underground Stations shall be installed correspondingly to serve each passengers car doors respectively.
v PSDs will restrict the suicidal cases at the platform level.
v PSDs will enhance the confidence of the train operators while entering into the platform with permitted speed of the train.
v The presence of PSDs will enhance the safety of the passengers and at the same time reduce the electricity consumption due to improved station and tunnel ventilation. Further PSDs will improve the aesthetic view of the platform.
PASSENGER SCREEN DOOR (PSD) AT METRO STATION
Automatic Fare Collection :-
E-W Metro will have one of the most advanced forms of Fare Collection System being used in metros across the world. The salient features of the Automatic Fare Collection System (AFC) will be:
v AFC system will act as a medium of automatic fare collection for passenger travel in metro and will also act as a physical barrier between paid and unpaid areas of the stations.
v There will be provisions of TVMs-Ticket vending machines, AVM-Add Value Machine in addition to normal TOMs (Ticket Office Machines), etc. TVMs/AVMs can be operated directly by the passengers for buying tickets/recharging cards.
v Smart Media will be used as tickets which are provided with high level of data confidentiality by employing suitable encryption algorithms and are manufactured from non-corrosive, non-toxic materials which are chemical resistant.