E&M Mechanical System Engineering:::
The total route length of Taiwan Taoyuan International Airport Access MRT System Construction Project ( hereinafter referred to as the Project ) is approximately 51.2 km, The service for of the system will run between the northernmost station in Taipei City (A1) and the southernmost station in Taoyuan County, Chung-Li City (A21). The underlying infrastructure encompasses fifteen (15) elevated stations, six (6) underground stations and two (2) at-grade depots. The scope of E&M provision comprises all related subsystems (including Rolling Stock, Power Supply, Signalling & Train Control, Communications, SCADA, Depot Maintenance Equipments & Facilities , Platform Screen Door, ,and Trackwork etc.) required to provide both express and commuter services with interleaving. The provision contract is construed to include covers design, procurement, manufacture, construction, installation, test and commissioning, warranty, training, system assurance, and all necessary technical support conforming to applicable standards and specifications.
The Power supply to the TTYMRT will be drawn from two incoming Taiwan Power Company (TPC) 161 kV supplies at three Bulk Supply Substations（BSS）, located at A3, A8 and Chingpu Depot for distribution to the DC Traction Substations（TSS） and station service substations by means of the 22 kV distribution network. One of the incoming line is the main power supply and the second incoming line serves as the backup. The DC traction substations shall supply nominal 750 VDC traction power to the third rail system and return via the running rails. The station service substations shall supply power at 380 VAC and 220 VAC. Two separate loops of power distribution system have been designed to ensure continuity of supply under single outage conditions.
Signalling & Train Control System / Communication System
The Signalling & Train Control System (STCS) is a communications based train control (CBTC) technology system. The main components of the STCS consists of (i) Automatic Train Protection (ATP); (ii) Automatic Train Supervision (ATS) and (iii) Automatic Train Operation (ATO). The ATP subsystem shall provide protection against collisions between trains, switch control and monitoring, enforcement of maximum safe speeds（MSS）, and other safety-related operational requirement. The ATO subsystem shall provide automatic train control, including acceleration, deceleration, jerk rate control, automatic station stops, and automatic door operation. The ATS subsystem shall provide centralized control and supervision of all movement of Trains on the whole of the TTYMRT , including automatic route setting, train regulation, schedule management, and management data acquisition and reporting.
The Communications System is an integrated system that provides communication function as well as the SCADA functionality through the Multi-Functional Terminals (MFT). The communication system is designed to support for supporting the safe and , efficient and cost effective operation of the TTYMRT by providing a means of communicating voice, data and video information in a timely, reliable and accurate manner. The SCADA system is designed to provide a realtime status and online control of the railway. The Communications System consists of the following subsystems (i) telephone; (ii) radio; (iii) public address (PA); (iv) backbone transmission network (BTN); (v) closed circuit television (CCTV); (vi) master/slave clock; (vii) Email; (viii) fault reporting system .
There are three different consists configuration, namely 4-car consist for the commuter trains, 4-car consist for the express train for the initial service, and 5-car consist for the express train when the baggage car is added. The carbody structure will primarily be using stainless steel. Two separate independent static inverters will be provided for each train. These inverters convert the 750V DC supply to 3 phases 380V 60Hz supply for other auxiliary equipment in the train. For commuter trains, each vehicle will have an average of 50 longitudinal seats, and two (2) wheelchair spaces and two（2）luggage racks. For express trains, each vehicle will have an average of 54 seats, one (1) wheelchair space and three (3) luggage racks for passengers’ hand carry luggage. For commuter and express trains, each vehicle will be fitted with three pairs of passenger doors, which will be of the electric operated, biparting sliding plug type on each side along the length of the vehicle. The baggage car will have five pair of doors per side. The onboard baggage handling system, including all control equipment and all facilities required for the movement, positioning and locking of the baggage containers, including roller or ball type castor system will be installed.
Depot Maintenance Equipments & Facilities
There are two depots, namely Chingpu Depot and Luchu Depot to support the stabling, cleaning, maintenance and overhaul of trains and various engineering vehicles. Locomotives and other service vehicles will be provided for the recovery of failed trains and maintenance of the TTYMRT rail system. Depot equipment will be provided in both depots to maintain and repair trains and engineering vehicles including car body, bogie, wheel set, traction motor, mechanical components, electrical components, brake module, air conditioning, battery and couplers,etc.
The trackwork installation will cover the entire route including the two depots. Ballast track will be used in depots, while non-ballast track will be used on the mainline. The standard gauge of 1435mm ballastless track system will be used. The non-ballastless track system for the TTYMRT is a system with reinforced bi-block sleepers, embedded in a monolithic concrete slab. The track system includes rails, rail fastenersings, sleeper, switches and turnouts and track components. This track system is designed to maximize train safety and passenger ride comfort. The structure is designed for the appropriate loading and complied with all the serviceability vibration and noise requirements.
Platform Screen Door System
The Platform Screen Door System is the safety barrier between the track side and the platform edge to prevent passengers from being fallen onto the tracks. The design features a strong structure with a modern facade which is aesthetically blended with the architecture design of the stations. The underground stations will be installed with full height PSD while at elevated stations half height PGD will be installed.