Executive Summary I
CONTENT
Page
Glossary of Abbreviations VIII
1. INTRODUCTION 1
1.1 Background 1
1.2 Scope of Design Change and Detailed Design 3
1.2.1 Additional Design Work 3
1.2.2 Design Changes 5
1.2.3 Change of Tender Documents 6
1.3 Objective 6
2. STATION DESIGN 7
2.1 Station Along The Route of The Project 7
2.2 Main Concept for Area Planning and Station Location 8
2.3 Basic Design and Architectural Concept 13
2.4 Specifying Height of Building 14
2.5 Architectural Design Criteria and Standard 14
2.6 Philosophy in Design for Bang Sue Grand Station 14
2.7 Usage of space at Bang Sue Grand Station 17
2.8 Intermediate Stations Design 23
2.8.1 Station Characteristics and Space Usage of Intermediate Station 24 Type A
2.8.2 Station Characteristics and Space Usage of Intermediate Station 29 Type B
2.8.3 Station Characteristics and Space Usage of Intermediate Station 32 Type C
2.8.4 Station Characteristics and Space Usage of Intermediate Station 35 Type D
3. STRUCTURAL WORK AND IMPROVEMENT OF EXISTING STRUCTURE 37
3.1 Structural Work 37
3.1.1 Superstructure 37
3.1.2 Substructure 37
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary II
CONTENT (Cont’d)
Page
3.2 The Structural Design of Station Buildings and Locomotive Workshop 38
3.3 Flyover Bridge Design 38
3.3.1 Structural Engineering 38
3.3.2 Structural System for Flyover and Ramp 38
3.4 Improvement of Existing Structure 40
3.4.1 Visual Inspection 40
3.4.2 Evaluate Compressive Strength of Concrete by Concrete Coring 40
3.4.3 Additional Investigation of Existing Structures 40
4. DESIGN OF RAILWAY EMBANKMENT AND PILE FOUNDATION 41
5. LOCAL ROAD DESIGN 41
5.1 Geometric Design 41
5.2 Pavement Structure Design 42
5.3 Road Marking and Traffic Control Device 43
6. DRAINAGE DESIGN 44
7. BUILDING MECHANICAL AND ELECTRICAL SYSTEM 44
7.1 Mechanical System 44
7.1.1 Concept of Design 44
7.1.2 Air Conditioning System 45
7.1.3 Air Ventilating System 46
7.1.4 General Safety 46
7.2 Plumbing, Sanitary and Fire Protection System 46
7.2.1 Power Supply System 46
7.2.2 Wastewater Drainage System 47
7.2.3 Storm Drainage System 47
7.2.4 Wastewater Treatment Plant 47
7.3 Fire Fighting System 47
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CONTENT (Cont’d)
Page
7.4 Electrical System for Building Services 48
7.4.1 Electrical Power and Lighting Systems 48
7.4.2 Communication System 48
7.4.3 The Design for Electrical Power and Lighting Systems 49
7.4.4 The Communication System 49
8. TRACK ALIGNMENT DESIGN 50
9. TRAIN OPERATION PLAN 52
9.1 Train Operation Planning 52
9.2 Study Assumption 52
9.3 Simulation Summary 53
10. TRACK STRUCTURE 54
11. TRAIN OPERATION CONTROL SYSTEM 54
11.1 Project Background and Description 54
11.2 Main Design Parameters 55
11.3 Environmental Conditions 55
11.4 Existing Signalling and Telecommunication Systems 56
11.5 The Proposed Train Control System 57
11.6 Proposed Depot Operation at Bang Sue 59
12. ELECTRIFICATION SYSTEMS 60
13. COMMUNICATION SYSTEMS 61
13.1 Communication Systems 61
13.2 Data Transmission System and Clock System 65
14. AUTOMATIC FARE COLLECTION SYSTEM 65
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CONTENT (Cont’d)
Page
15. DEPOTS AND WORKSHOP 67
15.1 Diesel Locomotive Depot 67
15.2 Coaching Depot 67
15.3 Commuter Train Depot 68
15.4 Purpose and Scope 68
15.5 Design Standards 69
15.6 Depot Facilities 70
15.6.1 Diesel Locomotive Depot Facilities 70
15.6.2 Passenger Coach Depot Facilities 71
15.6.3 Commuter Electric Trainset Depot Facilities 72
16. CONSTRUCTION SCHEDULE 73
16.1 Planning Concept 73 16.2 Construction Methodology 74 16.2.1 Piling 74
16.2.2 Footing 75
16.2.3 Pier 76
16.2.4 Portal Frame 77
16.2.5 Box Girder 78
16.3 Project Planning 78
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FIGURE OF CONTENT
Figure Page
1.1 Site Location 3
2.1 Project Route Map and Locations for Stations 7
2.2 Bang Sue Grand Station Location 8
2.3 Roads and Mass Transit Network Around Bang Sue Station 8
2.4 Chatuchak Station Location 9
2.5 Wat Samian Nari Station Location 9
2.6 Bang Khen Station Location 10
2.7 Thung Song Hong Station Location 10
2.8 Lak Si Station Location 11
2.9 Kan Kheha Station Location 11
2.10 Don Muang Station Location 12
2.11 Lak Hok Station Location 12
2.12 Rangsit Station Location 13
2.13 Height of Tracks Alignment at each Station 14
2.14 Bangkok Railway Station (Hua Lamphong Station) 15
2.15 Makkasan City Air Terminal 16
2.16 Suvarnabhumi Airport 16
2.17 Bang Sue Grand Station Exterior Perspective 17
2.18 Bang Sue Grand Station Basement Level Plan 17
2.19 Bang Sue Grand Station Concourse Level Plan 18
2.20 Bang Sue Grand Station LD Platform Level Plan 18
2.21 Bang Sue Grand Station CT Platform Level Plan 19
2.22 Bang Sue Grand Station Cross and Longitudinal Sections 19
2.23 Bang Sue Grand Station Elevations 20
2.24 Bang Sue Grand Station Orientation Analysis 20
2.25 Bang Sue Grand Station Exterior Perspective 21
2.26 Bang Sue Grand Station Interior Perspective 22
2.27 Intermediate Stations Design Types 23
2.28 Intermediate Station Type A Floor Plan 24
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FIGURE OF CONTENT (Cont’d)
Figure Page
2.29 Intermediate Station Type A Sections and Elevations 24
2.30 Intermediate Station Type A Orientation Analysis Diagram 25
2.31 Chatuchak Station Exterior Perspective 26
2.32 Wat Samian Nari Station Exterior Perspective 26
2.33 Bang Khen Station Exterior Perspective 27
2.34 Thung Song Hong Station Exterior Perspective 27
2.35 Lak Si Station Exterior Perspective 28
2.36 Kan Kheha Station Exterior Perspective 28
2.37 Don Muang Station Floor Plan 29
2.38 Don Muang Station Sections and Elevations 30
2.39 Don Muang Station Orientation Analysis Diagram 30
2.40 Don Muang Station Exterior Perspective 31
2.41 Lak Hok Station Floor Plan 32
2.42 Lak Hok Station Sections and Elevations 32
2.43 Lak Hok Station Orientation Analysis Diagram 33
2.44 Lak Hok Station Exterior Perspective 34
2.45 Rangsit Station Floor Plan 35
2.46 Rangsit Station Sections and Elevations 35
2.47 Rangsit Station Orientation Analysis Diagram 36
2.48 Rangsit Station Exterior Perspective 36
16.1 Construction Zone of Contract No.1 78
16.2 Construction Zone of Contract No.2 79
16.3 Schedule of Contract No.1 80
16.4 Schedule of Contract No.2 81
16.5 Schedule of Contract No.3 82
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TABLE OF CONTENT
Table Page
16.1 Bored Piles Construction Sequences 74
16.2 Footing Construction Sequences 75
16.3 Pier Construction Sequences 76
16.4 Portal Frame Construction Sequences 77
16.5 Box Girder Installation Construction Sequences 78
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary VIII
GLOSSARY OF ABREVIATIONS
AASHTO American Association of State Highway and Transportation Officials
ACI American Concrete Institute
AFC Automatic Fare Collection
AMCA Air Movement and Control Association
ANSI American National Standard Institute
ARL Airport Rail Link
ASHRAE American Society of Heating, Refrigerating and Air-Conditioning Engineer
AT Autotransformer
ATC Automatic Train Control
ATO Automatic Train Operation
ATP Automatic Train Protection
ATS Automatic Train Stop
BMA Bangkok Metropolitan Administration
BRMBS Plan Improvement for the Red Line Mass Transit : Bang Sue - Rangsit and Bang Sue Station
BS British Standard
CASS Controlled Access & Security System
C.B.R California Bearing Ratio
CCTV Closed Circuit Television
CT Commuter Train
DOH Department of Highway
DTN Design Traffic Number
DTS Digital Transmission System
E East
EMU Electric Multiple Unit
EN European Standard
ESA Equivalent Standard Axle
ETO Express Transportation Organization of Thailand
GPS Global Positioning System h Hour
IAQ Indoor Air Quality
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary IX
GLOSSARY OF ABREVIATIONS (Cont’d)
IEC International Electrotechnical Commission
IEEE Institute of Electrical and Electronics Engineer
IP Internet Protocol
ISO International Standards Organization
IT Information Technology
ITU-T International Telecommunication Union – Telecommunication Sector
ITU-R International Telecommunication Union – Radio communication Sector
JIS Japanese Industrial Standard
Km. Kilometer
KN Kilo Newton
Kph Kilometer per hour
KV Kilovolts
LAN Local Area Network
LD Long Distance m. Meter mm. Millimeter
MEA Metropolitan Electricity Authority
MVA Mega Volt Ampere
MWWA Metropolitan Waterworks Authority
NEC National Electrical Code
NFPA National Fire Protection Association
NTBR Study and Detailed Design for North-Bound Train System in Bangkok (Bang Sue- Rangsit) and Bang Sue Train Station
OA Office Automation
OCC Operations Control Center
OCS Overhead Catenary System
OTP Office of Transport and Traffic Policy and Planning
PA Public Address
PCI Prestressed Concrete Institute
PIS Passenger Information System
SCADA Supervisory Control and Data Acquisition
SMACNA Sheet Metal and Air Conditioning Contractor’s National Association
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary X
GLOSSARY OF ABREVIATIONS (Cont’d)
SMS Station Management System
SRT State Railway of Thailand
TCP Transmission Control Protocol
TETRA Terrestrial Trunked Radio
TIS Thai Industrial Standard
TOR Term of Reference
UDP Uninterruptable Distribution Panel
UIC Universal International Code
UPS Uninterruptable Power Supply
VCC Vehicle Communication Controller
WWTP Waste Water Treatment Plant
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1. INTRODUCTION
1.1 BACKGROUND
The Plan Improvement for the Red Line Mass Transit: Bang Sue – Rangsit and Bang Sue Station Project (BRMBS Project) is a succeeding work from the Study and Detailed Design for the North-Bound Train System in Bangkok (Bang Sue - Rangsit) and Bang Sue Train Station Project (NTBR Project) in which the design of Bang Sue Central Station and 4 intermediate Stations (Bang Khen, Lak Si, Don Muang and Rangsit Stations) has been carried out to provide transportation services in form of long distantance and commuter trains with an assumption that the system will be operated jointly with Airport Rail Link (Don Muang – Phaya Thai – Suvarnabhumi) which was designed to provide train services with more frequent stations in form of City Line or mass transit system operated jointly with Bang Sue – Don Muang Network following the Cabinet’s resolution on 14 May 2005 together with approval the mass transit system investment budget of 555,737 million baht.
Later, the Cabinet has resolved on 7 November 2006 approving in principle the investment of 4 projects in 5 routes of mass transit railway system and on 6 February 2007, the framework for development of mass transit railway system in Bangkok area. The Commuter Train System (Bang Sue – Rangsit Section) is important to such policy due to the fact that Bang Sue Station has been designated as important railway transportation hub with national first priority. The government therefore delegated the Ministry of Transport, who appointed the Office of Transport and Traffic Policy and Planning (OTP) and the State Railway of Thailand (SRT) to proceed the Plan Improvement for the Red Line Mass Transit: Bang Sue – Rangsit and Bang Sue Station in order to provide convenient railway transport services to long distance train and residents along project route while the Airport Rail Link (Don Muang – Phaya Thai – Suvarnabhumi) will not be realized in 5-year period.
On 22 May 2007, the Cabinet has approved SRT to proceed with the implementation of the Red Line Mass Transit (Rangsit – Bang Sue – Taling Chan Section) with Bang Sue – Taling Chan Section proceeding first with civil works and the related electrical and mechanical for railway system to be included with the tender of Bang Sue – Rangsit Section. This has raised the requirement for the study of connection of the 2 sections to provide efficient interconnected railway operation which will elevate the capability of railway services and subsequently improve the SRT business condition. The design required joint operation between passenger transportation and freight operation in the same railway network, elimination of level crossing at roadway intersections along the route and connection of the system with other modes of transportation which will improve the efficiency of public transportation, attract more passenger and help saving the fuel expense in transportation cost. The project will be a sustainable way of solving transport and traffic problems.
Figure 1.1 Show site Location of Red Line Mass Transit System (Bang Sue – Rangsit Section) (Including Electrification, Signalling and Communication Systems of Rangsit – Bang Sue – Taling Chan Section)
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Figure 1.1 Site Location
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1.2 SCOPE OF DESIGN CHANGE AND DETAILED DESIGN
In addition to Inception Report, the Study Review Report and Preliminary Drawing Preparation to be submitted to OTP, there are also design change and detailed design works to be carried out, which could be divided into 3 main groups as follows.
a) Additional Design Work
b) Design Change Work due to change (policy, objective and requirements) after the design has been carried out.
c) Change of Tender Documents
1.2.1 Additional Design Work
Additional design work comprises the following items.
Intermediate Stations along project route
There were initially 4 intermediate stations (Bang Khen, Lak Si, Don Muang and Rangsit) and the Terms of Reference (TOR) has specified 4 additional stations (Chatuchak, Wat Samian Nari, Thung Song Hong and Kan Kheha). However the Consultant has recommended that as the locations of Rangsit University and Muang Ek Village are not far from current SRT Lak Hok train stop, additional station at Lak Hok would be beneficial to the ridership of the system. Thereby, the number of the additional station becomes 5 stations.
Chatuchak, Wat Samian Nari, Thung Song Hong and Kan Kheha Station
Lak Hok Station
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Depot for Commuter Train (EMU Depot)
The depot for commuter train has previously been designed at the termination of the suburb in four directions (for instance, north line at Chiang Rak Noi Station, west line at Tha Chalaep, Nakhon Pathom Province). However the new plan improvement requires shorter route of the commuter train (north line to Rangsit, west line to Taling Chan) and design of additional EMU Depot for temporary purpose at Bang Sue Station Yard would be necessary including elevated viaduct structures and access ramp for EMU to access depot at ground level. The depot has been designed at north-west part of Bang Sue Station. This temporary depot will be relocated to Bangkok suburb later once the route has been extended to the designated depot locations.
Elevated Railway Structures
Previously the design of elevated railway viaduct has been terminated at km 7+130 south of Bang Sue Station (Hua Lamphong Station is at km 0+000) and only connection with Bang Sue – Hua Lamphong – Makkasan Section will enable commuter to turn round (switch back). Additional design is therefore needed for a turn round facility by adding 8-track elevated railway viaducts on the south side of Bang Sue Station beyond Pradipat Intersection with an approximate distance of 1.1 km to enable the turn round of the commuter trains without the completion of Bang Sue – Hua Lamphong – Makkasan Section.
Underground Car Park at Bang Sue Station
The former 700 at-grade car parking facility designed outside Bang Sue Station is considered inconvenient to users therefore additional underground car park capable of handling 1,600 cars has been added to the station to enable convenient access to the concourse area of long-distance train and commuter trains passengers.
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Signalling and Communication and EMU System
Additional design has been carried out for signalling and communication as well as EMU system covering Bang Sue – Taling Chan Section, all additional stations along Bang Sue – Rangsit route and the extension of elevated railway structures on south side of Bang Sue Station to enable commuter trains to turn-round without the Completion of Bang Sue – Hua Lamphong – Makkasan Section constructed.
Power Substation
As the Study and Detailed Design for North-Bound Train System in Bangkok (Bang Sue - Rangsit) and Bang Sue Train Station Project provided no power substation design, additional design of power substation building at north side of Long Distance Train Depot has been therefore carried out.
1.2.2 Design Changes
Necessary design changes due to variations from original design have been made as follows.
Entrance Hall and Access
The original design has been made with access to Bang Sue Station on west side of the building along Therd Damri Road due to land restrictions on east side by SRT’s activities e.g. Coach Maintenance Workshop (relocated from Hua Lamphong), Long Distance Train Stabling and Daily Maintenance Workshop including rented lands by ETO and Cargo Terminal. In order to achieve Bang Sue Grand Station design with majestic and graceful appearance, the entrance hall and main access way have been relocated to east side of the building. As such, all landscape design and physical connection to the station have to be revised. Entrance to Kamphaeng Phet 1 and 2 Roads have been added together with new flyover connecting the Bus Terminal. Long Distance Train Stabling and Daily Maintenance Workshop have also been adjusted from area on east of station building to north east.
Long Distance Train Depot
In order to eliminate level crossing on east side of Bang Sue Station, Coach Depot, previously designed on south-east of station building, has been relocated to replace Locomotive Depot on north-east of the building.
Track Alignment
Elevated track alignments of Long Distance Train and Commuter Train on south and north sides of Bang Sue Station have been revised to conform with the design of Bang Sue – Hua Lamphong – Makkasan Section including adjusting Long Distance Train at- grade track alignment to match with the revised location of Long Distance Train Stabling and Daily Maintenance Building.
Due to relocation of Lak Si Station, 400m of horizontal curved track on north side of Chaeng Wattana Road has been changed to straight line to accommodate the relocated station in this area.
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Land used for the Design of Bang Sue Grand Station and Yard
The total area of SRT Bang Sue Yard is 1,172.6 Rai or 1,876,162 m2 (excluding the area of Mo Chit Bus Terminal 2) comprising 685.6 Rai (1,096,960 m2) of SRT’s facilities and compounds not affected by the Project and 487 Rai (779,200 m2) of land allocated to the Project, which is 41.5% of the total area. The area for the Project includes the followings.
• Bang Sue Grand Station Building 79,840 m2 (49.9 Rai)
• Service Road in station area 65,600 m2 (41.0 Rai)
• Long Distance Train Stabling Yard 288,640 m2 (180.4 Rai) (including 34,240 m2 of Daily Maintenance and Coach Repair Shop)
• EMU Depot 198,040 m2 (123.8 Rai) (including 20,480 m2 of Workshop)
• Parking Area for Buses 34,880 m2 (21.8 Rai)
• Parking Area for Taxies 10,240 m2 (6.4 Rai)
• Landscaping Areas 47,200 m2 (29.5 Rai)
Local Road
Due to changes in elevated viaduct structures to accommodate additional stations (including relocated station), local road improvement design has to be made. This is including the extension on south side from Bang Sue Station to Pradipat Road.
Structures
As a result of changes in track alignment and relocation of station from previous design, structural design must be amended to affected structures at the changed track alignment including structures for new stations and new buildings (e.g. EMU Depot).
Landscape
Landscape design of east side of Bang Sue Station has been changed due to relocating of entrance hall. The area has been designed esthetically as new Landmark for Bangkok. Landscaping in other station areas have also been improved with attractive design.
1.2.3 Change of Tender Documents
Due to change of method of tender from E-Auction to International Competitive Bidding following JBIC’s procurement guidelines, all related tender documents have to be totally reworked.
1.3 OBJECTIVE
This report has been prepared with an objective to demonstrate and summarize all engineering details and assumptions of calculation and design including all recommendations made pertaining to the scope of works.
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2. STATION DESIGN
2.1 Stations Along the Route of The Project
Stations in Previous Project Present Stations Study and Detailed Design for North-Bound Plan improvement for The Red Line Mass Transit Train System in Bangkok (Bang Sue - Rangsit) : Bang Sue - Rangsit and Bang Sue Station and Bang Sue Train Station 1. Bang Sue Station 1. Bang Sue Grand Station 2. Bang Khen Station 2. Chatuchak Station 3. Lak Si Station 3. Wat Samian Nari Station (Future) 4. Don Muang Station 4. Bang Khen Station 5. Rangsit Station 5. Thung Song Hong Station 6. Lak Si Station 7. Kan Kheha Station 8. Don Muang Station 9. Lak Hok Station (Future) 10. Rangsit Station
Figure 2.1 Project Route Map and Locations For Stations
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2.2 Main Concept for Area Planning and Station Location
1) Bang Sue Grand Station Location
Figure 2.2 Bang Sue Grand Station Location
Figure 2.3 Roads and mass transit network around Bang Sue Grand Station
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2) Chatuchak Station Location
Figure 2.4 Chatuchak Station Location
3) Wat Samian Nari Station Location
Figure 2.5 Wat Samian Nari Station Location
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4) Bang Khen Station Location
Figure 2.6 Bang Khen Station Location
5) Thung Song Hong Station Location
Figure 2.7 Thung Song Hong Station Location
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6) Lak Si Station Location
Figure 2.8 Lak Si Station Location
7) Kan Kheha Station
Figure 2.9 Kan Kheha Station Location
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8) Don Muang Station Location
Figure 2.10 Don Muang Station Location
9) Lak Hok Station Location
Figure 2.11 Lak Hok Station Location
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10) Rangsit Station Location
Figure 2.12 Rangsit Station Location
2.3 Basic Design and Architectural Concept
• Arrange for facilities to help disabled persons and people who use wheeled chairs. For example, ramps or lifts may be provided at areas with different levels, toilets for handicapped persons and so on.
• Arrange for space in case of wanting to use closed ticketing system; barriers may be added to check tickets by causing no adverse effects on other functions.
• Station areas generally are outdoors so that air condition may be installed in necessary areas only such as office in order to save energy.
• Building shall be a combination of old and new values that helps emergence of modern way of traveling, one that is suitable for weather conditions of Thailand, capable of protecting people in buildings from weather.
• Using modern materials capable of withstanding weather and usage, easy for maintenance and not causing pollution. Such materials shall be local and easily purchasable.
• Passengers’ safety of life and property, pedestrians and residents in the area.
• Design that supports and favors disabled persons and aged persons.
• Energy savings.
• Capability to serve as a shuttle for commuters to link with other transport systems.
• Selective usage of materials those are cost effective in long term and short term.
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• Using land belonging to SRT with efficiency to earn profits, coupled with advanced planning to fit in with SRT’s usage of land all round.
• Selective usage of structure and construction materials.
• Laying plans in advance to expand the route in future.
2.4 Specifying Height of Buildings
Figure 2.13 Height of tracks alignment at each station
2.5 Architectural Design Criteria and Standard
• Building Codes, Laws, and related Design Standard
- The number of Sanitary ware Usage Calculations
- Calculation of Passenger Evacuation as per NFPA 130
• Aesthetics Considerations
• Functional Requirements
• Design Calculations
• Public Areas and Facilities
• Graphics and Signage Design
• Station Safety
2.6 Philosophy in Designing for Bang Sue Grand Station
Conceptual design for Bang Sue Grand Station including Landscape is made by considering major aspects which are philosophy in related designing as follows:
• Architectural image and Station design development trend. • Befitting weather conditions and environment.
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• Energy usage with highest efficiency.
• Design flexibility for expansion in future.
• Function and use in the Station area
Bang Sue Grand Station will be regarded as a major center of communications in Thailand because it connects with other communication systems on land almost with all routes and networks. Therefore, design has been made with the masses in mind who are coming to use services with convenience and saves time. It aims to connect with various passenger terminals in Bangkok Metropolis and cities in upcountry. Handling of services for incoming, outgoing commuters must proceed with efficiency in the shortest time frame.
Selective Usage of Structure, Materials and Systems in the Building
• Building structure is not complicate, easy to construct and do maintenance, while being attractive intrinsically.
• Selectively using durable and long-lasting materials suitable for usage, easy for maintenance, and environmental friendly and easy to acquire locally.
• Most of the walls on the four sides of both floors of the building on the platform level are designed for easy air flow and ventilation and conducive to railway movement. At the same time it takes sunlight which translates into energy savings initially and it is saves expense on energy in huge amount.
Due to aforementioned significant facts the Bang Sue Grand Station played not less important role than that of Hua Lamphong station in the past. Therefore, it is essential for design conceptions to be carefully planned and executed for external and internal usage and beauty to attract commuters who use the buildings including space users who may also use the place for recreation.
In this nexus, design for mass transit station buildings together with railway stations and airports in the past to this day convey the sense of continuity of life, with reliance on engineering and architectural concepts centering on a curving design as in the case of Hua Lamphong (Bangkok Railway Station) and Makkasan City Air Terminal and Suvarnabhumi Airport.
Figure 2.14 Bangkok Railway Station (Hua Lamphong Station)
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Figure 2.15 Makkasan City Air Terminal
Figure 2.16 Suvarnabhumi Airport
Therefore, design concept for Bang Sue Grand Station and the Landscape reflects architecture with a curved structure and the characteristics of the building and beautiful architecture and engineering features, with emphasis placed on design that blends characteristics of the past and of today, in a bid to bring out individual characteristics of the Buildings.
Bang Sue Grand Station stands prominently befitting its status as the hub of railways of Thailand in future. Architectural and engineering concept relies on Thainess with consideration based on various features such as Thai plants that are easy to maintain and fit in with weather conditions of Thailand. The efforts are part of the move to create friendly atmosphere accentuated by architecture conducive for beautification of the buildings.
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Figure 2.17 Bang Sue Grand Station Exterior Perspective
2.7 Usage of space at Bang Sue Grand Station
• Basement Level
Figure 2.18 Bang Sue Grand Station Basement Level Plan
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• Concourse Level and Mezzanine Level
Figure 2.19 Bang Sue Grand Station Concourse Level Plan
• LD Platform Level
Figure 2.20 Bang Sue Grand Station LD Platform Level Plan
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• CT Platform Level
Figure 2.21 Bang Sue Grand Station CT Platform Level Plan
Figure 2.22 Bang Sue Grand Station Cross and Longitudinal Sections
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Figure 2.23 Bang Sue Grand Station Elevations
Figure 2.24 Bang Sue Grand Station Orientation Analysis
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Figure 2.25 Bang Sue Grand Station Exterior Perspective
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Figure 2.26 Bang Sue Grand Station Interior Perspective
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2.8 Intermediate Stations Design
There are 9 Intermediate Stations in Plan Improvement for The Red Line Mass Transit: Bang Sue - Rangsit and Bang Sue Station Project.
All intermediate stations could be grouped in 4 station types under the detailed design as follows:
1. Station Type A: Chatuchak Station, Wat Samian Nari Station, Bang Khen Station, Thung Song Hong Station, Lah Si Station and Kan Kheha Station
2. Station Type B: Don Muang Station
3. Station Type C: Lak Hok Station
4. Station Type D: Rangsit Station
Picture 2.27 Intermediate Stations Design Types
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2.8.1 Station Characteristics and Space Usage of Intermediate Station Type A
• Ground Floor Level
• Concourse Level
• Platform Level
Figure 2.28 Intermediate Station Type A Floor Plan
Figure 2.29 Intermediate Station Type A Sections and Elevations
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Figure 2.30 Intermediate Station Type A Orientation Analysis Diagram
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Figure 2.31 Chatuchak Station Exterior Perspective
Figure 2.32 Wat Samian Nari Station Exterior Perspective
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Figure 2.33 Bang Khen Station Exterior Perspective
Figure 2.34 Thung Song Hong Station Exterior Perspective
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Figure 2.35 Lak Si Station Exterior Perspective
Figure 2.36 Kan Kheha Station Exterior Perspective
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2.8.2 Station Characteristics and Space Usage of Intermediate Station Type B
• Ground Floor Level
• Concourse Level
• LD Platform Level • CT Platform Level
Figure 2.37 Don Muang Station Floor Plan
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Figure 2.38 Don Muang Station Sections and Elevations
Figure 2.39 Don Muang Station Orientation Analysis Diagram
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Figure 2.40 Don Muang Station Exterior Perspective
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2.8.3 Station Characteristics and Space Usage of Intermediate Station Type C • Platform Level
• Concourse Level
Figure 2.41 Lak Hok Station Floor Plan
Figure 2.42 Lak Hok Station Sections and Elevations
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Figure 2.43 Lak Hok Station Orientation Analysis Diagram
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Figure 2.44 Lak Hok Station Exterior Perspective
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2.8.4 Station Characteristics and Space Usage of Intermediate Station Type D
• Ground Floor Level and LD Platform Level
• Concourse Level
• CT Platform Level
Figure 2.45 Rangsit Station Floor Plan
Figure 2.46 Rangsit Station Sections and Elevations
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Figure 2.47 Rangsit Station Orientation Analysis Diagram
Figure 2.48 Rangsit Station Exterior Perspective
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3. STRUCTURAL WORK AND IMPROVEMENT OF EXISTING STRUCTURE
3.1 Structural Work
The elevated Track structures are designed to carry the load of commuter trains (16 ton) and the SRT standard long distance trains (20 ton). The span length between the columns varies within the range of 20.00 m. to 50.00 m. The span lengths in general are 25.00, 30.00, 35.00 m. for the new structure, and 22.50 m. for the existing Hopewell’s structure.
3.1.1 Superstructure
The construction cost, aesthetic, construction method, adjacent structure, availability of local construction materials, capability of local contractors and time required for construction are the factors for considering the type of structures. The selected viaduct type is pre-cast segmental box girders with wet joints and simple supports on piers.
The length of end pier segment varies from 2.15 m. to 3.10 m. The segment cross sections are a single cell box section for single track and double cells box section for double and triple track. Depth of the segments which depends on the span length varies within the range of 2.40 m. to 3.50 m.
The deck slab are designed by conventional reinforced concrete structure to minimize differential camber in deck slab while carrying live load and impact together with the superimposed dead load such as rail, sleeper, parapet, cable trough, OCS pole etc.
A complete span of superstructure has been allocated for non-destructive test to the Load Factor design stage.
3.1.2 Substructure
The substructure modules are defined by number of track. For single track, the single pier is used. The typical size of pier is 2.00 x 2.55 m. for the height not more than 19.00 m., and 2.50 x 2.75 m. for the height from 19.00 m. to 26.00 m. The pier head on the top of pier is enlarged for supporting the pre-cast segmental box girders.
For double and triple tracks, twin column pier portal frame is used. The typical size of pier is 2.00 x 2.55 m. for the height not more than 17.5 m. At the top of columns, there is a cross beam. To reduce pier slenderness effects, an intermediate transverse tie beam is introduced to the mid height of the portal when the pier height exceeds 11.5 m.
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Foundations of the elevated track structures are divided into 3 cases.
1) Existing Hopewell’s pile foundation
2) New pile foundation with new piles
3) New pile foundation with some existing Hopewell’s piles
The existing Hopewell’s pile is 1.50 m. diameter bored pile. The new piles are 1.00 m. and 1.50 m. diameter bored pile with varied lengths approximately 55.00 m. to 60.00 m.
3.2 The Structural Design of Station Buildings and Locomotive Workshop
The concept of the structural design of station buildings and locomotive workshop is to meet the requirements of both architectural esthetic and functions with emphasis on engineering strength, durability and safety to the level of international accepted design standards. The station buildings include Bang Sue Grand Station, Bang Khen Station, Lak Si Station, Don Muang Station and Rangsit Station with additional stations of Chatuchak Station, Wat Samian Nari (Future) Station, Thung Song Hong Station, Kan Kheha Station and Lak Hok (Future) Station.
3.3 Flyover Bridge Design
The Flyover Bridge in the plan improvement for the red line mass transit: Bang Sue- Rangsit and Bang Sue station ( BRMBS Project) includes the following main items :
• A new two lanes highway flyover ( flyover bridge at KM. 24+910)
• A new two lanes highway flyover ( flyover bridge at KM. 27+650)
• A new two lanes highway flyover ( flyover bridge at Bang Sue)
3.3.1 Structural Engineering
Design Codes
Bridges and flyovers shall be designed in accordance with “The Standard Specifications for Highway Bridges 17th” Edition 2002, published by American Association of State Highway and Transportation Officials (AASHTO), together with the supplementary codes ( i.e. ACI code, PCI code, BS code ). Where there is any conflicts in the requirements, the Standard Specifications for Highway Bridges shall take precedence.
3.3.2 Structural System for Flyover and Ramp
Structural design will be in accordance with the ACI-318 and other relevant international design standard codes, as described in “Design standard and codes of practice”.
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The detailed engineering design
The superstructure design under vehicle load will be based on finite element analysis covering design effects of concentrated wheel load on deck slab and distribution of wheel load in accordance with orthotropic plate theory for slab bridges, and will include floor grid analysis in accordance with finite element method for girder with slab deck bridges. Following these analyses, longitudinal/transverse bending, shear and torsion stresses will be determined and detailed design of the members finalized.
Main viaducts and Diversion Ramp
• Basically, the typical forms of viaduct structure will be as follows:
• Precast prestressed concrete bridge girders (20.00-33.00 m. length).
• Cast in-situ reinforced concrete bridge deck with asphaltic pavement.
• Cast in-situ reinforced concrete pier (pier, column).
• Cast in-situ reinforced concrete foundation (pile cap and bored pile).
• Partially precast and cast in-situ barrier.
• The typical span length will be 22.00 – 30.00 m. (pier to pier), and the maximum span length at the intersection will be 34.00 m.
• Precast prestressed concrete planks will be used as permanent formwork for bridge deck casting to reduce construction time and construction procedure.
Transition and Approach structures
The typical forms of transition and approach structure will be as follows:
• Precast prestressed concrete bridge box or plank girders (10.00-12.00 m. length).
• Cast in-situ reinforced concrete deck topping with asphaltic pavement.
• Cast in-situ reinforced concrete pier (transverse beam and columns).
• Cast in-situ reinforced concrete foundation (pile cap and bored pile with variable pile tip).
• Partially precast and cast in-situ barrier.
• Cast in-situ reinforced concrete approach slab (connecting the last structure and at- grade pavement).
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3.4 Improvement of Existing Structure
3.4.1 Visual Inspection
The results of visual inspection on the existing Hopewell’s structures along the 24.22 Kilometers, and 1,539 piers which are used in North-Bound system in Bangkok Project is carried out by Asian Institute of Technology (AIT). It was discovered that most of structures are in good condition with only 22 piers sustained some damages. These damaged are as follows.
• Spalling of concrete caused by Pyrite
• Crack in structure caused by steel corrosion
• Continuous crack due to concrete shrinkage
• Honeycomb in concrete caused by construction
• Concrete Surface damage caused by object collision
• These damages can be repaired by removing deteriorated concrete and patched by suitable repair materials.
3.4.2 Evaluate Compressive Strength of Concrete by Concrete Coring
When using the existing Hopewell’s structure, the contractor shall evaluate the existing concrete compressive strength by concrete coring. For existing piers which have not been tested by either Asian Institute of Technology (AIT) or Chulalongkorn University, the contractor shall carry out coring of those piers in 2 positions (each position require 2 specimens). If the existing pier has been tested by either Asian Institute of Technology (AIT) or Chulalongkorn University, relevant concrete compressive strength could be obtained from the report. The design cylinder compressive strength of concrete is at least 350 ksc.
The 123 existing piers, which shall be tested by concrete coring, are as followings
1) At 1.00 m. above the ground level, in 123 positions (246 specimens)
2) At 0.5-1.0 m. below the top of pier, in 123 positions (246 specimens)
3.4.3 Additional Investigation of Existing Structures
Additional investigation of existing structures from south side of Bang Sue Grand Station to Pradipat Intersection reveals small numbers of structures and none could be used for supporting the new structures. Therefore there is no requirement for additional technical investigation of the quality of the existing structures in this area.
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4. DESIGN OF RAILWAY EMBANKMENT AND PILE FOUNDATION
The designs of track embankment and pile foundation for additional stations and changing of track alignments were calculated. Additional subsurface investigations were performed and their results were complied with the previous data to draw a new combined information for soil profile and properties. Parameters calculation were evaluated and used for pile capacity calculation.
Pile capacity is a summation of friction force between pile surface and its surrounding soils, and end bearing resistance force at the toe of the pile. Some parameters from field and laboratory testings were adjusted by values generally used for Bangkok clay. The required pile capacity and soil profile were justified factors to locate the bottom of bored pile and Barrett pile at the depth of 55 m from existing ground surface. The pile capacities at depth of 10 m to 23 m from existing ground surface were also calculated to design pile foundation for transition zone between structures of bridge abutment and track embankment. The incremental difference of pile lengths under transitional embankment shall minimize differential settlement and get smooth transition.
Parameters from one-dimensional consolidation test were used for settlement estimation of pile foundation both bored pile and barrett pile at depth of 55 m. It was found that differential settlement shall not be more than 10 mm where settlement from Bangkok subsidence was not considered.
5. LOCAL ROAD DESIGN
The influence of the entrance-exit way at Bang Sue Station and 5 additional station, local road should be revised according to the standards and codes. The elements of design are concerned about geometric design, road marking and traffic control devices. Design considerations are discussed in the following section.
5.1 Geometric Design
The design of these roads are based on Codes as follows:
• A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS, AASHTO 2004
• HIGHWAY DESIGN MANUAL, DOH 1996 • STANDARD DRAWINGS FOR HIGHWAY CONSTRUCTION, DOH 1994 • Horizontal alignment should be designed according to radius of curve, stopping sight distance or non passing sight distance. The distance of sufficient length are various by design speed at intersection for each condition.
• The vertical alignment consists of straight roadway sections (grades or tangents) connected by vertical curves. The vertical alignment design is defined road level. There are general controls that should be considered in design.
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1) The road level should be at least 0.30 m. higher than the high water level.
2) Natural soil stability and Settlement of fill embankment.
3) The existing structures that effected to profile grade.
4) The sufficient length for stopping sight distance.
The specific elements for geometric design are shown in the following table.
Description Unit
1. Roadway Width m. 3.0 – 3.5
2. Maximum Grade % 5.0
3. Maximum Super - Elevation % 6.0
4. Minimum Vertical Clearance m. 5.5
5. Minimum Lateral Clearance m. 0.3
6. Minimum Turning Radius m. 15
7. Design Speed kph. 30-60
5.2 Pavement Structure Design
• Thickness Design of Flexible Pavement
In this project, The Asphalt Institute of U.S.A. is presented to design guide.
The parameters for design thickness of flexible pavement are discussed as follow:
1) Traffic Loading
The Traffic Load to be used for design is defined in term of Design Traffic Number (DTN), The Design Traffic Number (DTN) is generally determined by the Equivalent number of 18,000 lb Single Axle Load (ESA) during design period. The number of commercial vehicles shall be multiplied by the equivalent factor to obtain the ESA.
The Asphalt Institute have presented the thickness design chart for 20 years design period, 15 years design period and overlay every 7 years are mostly used to design in Thailand. Therefore the DTN shall be developed by equation as follow:
DTN15 = (ESA)15/(365x20)
DTN 7 = (ESA) 7/(365x20)
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Where (ESA)15 และ (ESA)7 = the Equivalent number of 18,000 lb Single Axle Load of 15 years and 7 years design period.
2) Subgrade Strength
Subgrade Strength is defined in term of CBR value. The design CBR is obtained by the 80th Percentile.
3) Thickness Design of Pavement Structure
Thickness of flexible pavement to be obtained in term of the full depth asphalt concrete (TA) and determined in metric unit (cm.) by:
TA = 2.54(9.19+3.97LogDTN)/(CBR)0.4
Full depth asphalt concrete (TA) is converted to each pavement structures by
substitution ratio (Sr) as follow:
AC : Base : Subbase : Selected material
= 1 : 2.0 : 2.7 : 3.5
5.3 Road Marking and Traffic Control Device
Traffic Signs
Generally, there are three basic types of traffic sign: Regulatory Sign, Warning Sign and Guide Sign.
Road Marking
The same as traffic signs, road markings play a vital role in controlling traffic in an effort to make the roads as safe as possible and convenience. Painting and Marking are use to support control rule or the warning signs in order to conform the rule and danger warning. For highway and general road, there are three basic types of road marking: Road Marking, Object Marking and Delineators.
Road marking and Traffic sign design in compliance with Traffic Control Device Manual of Office of Transport and Traffic Policy and Planning (OTP) and DOH Standard (latest edition).
Traffic Signal
Traffic signal (if required) designed base on Traffic Control Device Manual of Office of Transport and Traffic Policy and Planning (OTP) and requirement from relevant local authorities.
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6. DRAINAGE DESIGN
Project drainage design was as follows;
Study, Survey, and Area Analysis by collecting Rainfall Intensity, Highest Water Level and Topographic Survey including the existing waterways in the project area, and also the waterways those crossed the project area. The results were, project areas of stations; Bang Sue, Chatuchak, Wat Samian Nari (future), Bang Khen, Thung Song Hong, Lak Si, Kan Kheha, Don Muang, Lak Hok (future), were in the BMA’s flood protection zone, therefore these levels should be at the same or little higher level than the existings. For Rang Sit Station, there were some areas which lower than the highest water level (highest water levels at Khlong Rangsit, after Pasak Cholasit Dam was constructed, was 36.91 m.) therefore, it should be necessary to raise the ground level around station to be at least 37.50 m. (Chart datum which used in design was 35.03 m. = + 0.00 Mean Sea Level)
Drainage design was in regard to capacity of existing waterway and reviewed or designed to drain water to the public waterways those crossed the project areas. Due to, each catchment areas of the project area were less than 10 square kilometers, therefore, Rational Method was employed in this design.
Guidelines in design were as follows;
- On deck and road drainage, the high of water level before entering into Gutter Inlet was not higher than 5 centimeters
- Rainfall intensities were as the return period of 10 year for road drainage, and 25 year for railway drainage
- Minimum drainage flow velocity would be at least 0.9 m./sec., but, at the flat terrain, the tolerance can be 0.75 m./sec. to avoid the pumping system.
7. BUILDING MECHANICAL AND ELECTRICAL SYSTEM
7.1 Mechanical System
Mechanical system for each building consist of partial systems as follows:
1. Mechanical Ventilating and Air Conditioning system.
2. Plumbing and Sanitary System.
3. Fire Protection System.
7.1.1 Concept of Design
• Human and environmental safety :such as self extinguish and non-flame spread material and non-CFC material
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• Human comfortable For air conditioning area such as passenger lobby, concourse, office, canteen, lounge, shop, meeting room, etc, room temperature and relative humidity will be controlled for human comfortable. Filtered fresh air will be added according to standard.
• Energy saving : All building in this project will be energy saving building complying to energy saving regulation .
• Air conditioning system easy for operation and low maintenance.
• Computerized controller for low operation cost , energy save and safety.
• Security provided : main equipment room, Chiller, Pump, Cooling Tower, AHU will be protect from unauthorized staff.
7.1.2 Air Conditioning System
Refrigeration System
According to the large amount of cooling capacity, refrigeration system shall be considered in Central Chilled Water System, Water Cooled. This is a high efficiency system. Beside, there is also available for environmental refrigerant.
Air Handling Unit(AHU) and Fan Coil Unit (FCU)
Large floor mount air handling units shall be double skin type. Advantages of this AHU type are good sound acoustic , easy to clean and better air quality. For some air conditioning area that narrow space for installation shall be used single skin type.
Fan coil unit shall be ceiling mount or ceiling concealed type.
Air Purifying
According to standard, circulating air shall be purified as details:
• Air Handling Unit : 2 step or filtering , first, Pre-Filter 25-30 % efficiency comply to ASHARAE .Next step is Medium Filter 80-85 % efficiency comply to ASHRAE
• Fan Coil Unit : single step of washable Pre-Filter 25-30 % efficiency comply to ASHARAE
• Fresh Air Unit : Air Handling Unit that intake 100% fresh air to pre-cooled before supply as fresh air for Air Handling Units. There are 2 steps of filtering. First, washable Pre-Filter 25-30 % efficiency comply to ASHARAE. Next, GAS & ODOR Filter
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7.1.3 Air Ventilating System
Purposes of air ventilating system are energy saving and indoor air quality. Air ventilating system detail as follows:
Fresh Air / Outdoor Air Make Up
Fresh Air/Make up Air : Air conditioning system needs make up air for Indoor Air Quality, IAQ) Rate of make up air comply to building regulation and ASHARAE Standard
Outdoor air intake via Fresh Air Pre-cooled Air Handling Unit for purifying (Dust, Gas CO, CO2,etc) ,pre-cooled and dehumidified before supply to Air Handling Units. There is variable speed drive ,CO2 sensor & transmitter and automatic control system to maintain optimal quantity or fresh air supply.
Exhaust Air
Both air conditioning area and non-air conditioning area shall be exhaust air comply to building regulation and ASHARAE Standard.
7.1.4 General Safety
• Fire escape stair shall provided Pressurized Air System. The system produce positive fresh air pressure that prevent intake of smoke and fire.
• Pressurized Air Fan automatically run when fire alarm alert. Positive pressure inside fire escape maintain by gravity damper.
Smoke Extraction
• Smoke Extraction for passenger lobby hall : When fire occurred, smoke will concentrate at the highest space of hall. Smoke Extraction Fan shall be provided in that area comply to Building Regulation of Thailand Book no. 50 year 2540.
• Smoke Extraction fan motor shall be heat resistant type.
7.2 Plumbing, Sanitary and Fire Protection Systems
7.2.1 Water Supply System
• The plumbing system of the Project shall receive water from MWA via meter into underground water storage tank as a reserve for normal consumption, air- conditioning makeup and fire protection system.
• The underground water storage tank shall be separated into 2 parts for cleaning and maintenance without affecting normal operation.
• Electrode level switch shall be used to control water level in the tank.
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• 2 sets of booster pumps shall be used to deliver water from the tanks to all sanitary figures in each floor in buildings.
• 2 supply mains shall be used to distribute water to toilets, canteens and air- condition system.
7.2.2 Wastewater Drainage System
• The wastewater pipe from toilets shall be separated into soil pipe and waste pipe.
• Wastewater pipe shall direct wastewater to manufactured wastewater treatment tanks before deliver the treated water to drainage system.
7.2.3 Storm Drainage System
• Storm water from roof and railway shall be drained through gutters and water in-lets appropriately allocated to match the gradients and sizes of drainage pipe.
• The rain water from roof top of terminal shall be drained to sump pits at ground level and discharged to site drainage system.
• The water from platform roofs shall be drained to track areas next to platforms.
• Storm water from car park shall be drained via gutters and manholes and pumped out into drainage system.
7.2.4 Wastewater Treatment Plant
• Wastewater treatment plant shall be of manufactured type.
• The waste water from kitchen, restaurant shall be drain to grease trap before discharge via pipes to grease trap basin and into wastewater treatment plant of the Project.
7.3 Fire Fighting System
Buildings of the Project are classified as ordinary hazard occupancies and shall be equipped with the following systems.
1) Automatic Sprinkler System
• The design of automatic sprinkler system shall be in accordance with NFPA13
• All areas are covered including areas beneath escalators, except some special areas required special fire suppressing agent.
• Automatic Sprinkler System shall respond to ordinary temperature standard.
2) Stand pipe and fire hose reel
• Stand pipe system and fire hose reel for exterior and interior shall be in accordance with NFPA14.
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• The stand pipe shall cover all areas of the buildings including areas beneath escalators.
• The stand pipe shall be designed as combined pipe system between stand pipe and automatic sprinkler.
• The stand pipe shall be Class III, consisting of;
• The fire hose shall reach all areas within 30 m. from FHC.
3) Fire pump
• Fire Pump shall be Wet Pipe System designed in accordance with NFPA20 and EIT Standards.
• The source of water shall be from underground water storage tank and provided fire inlets to receive water from outside.
• The water storage for fire fighting system shall provide water for at least 30 minutes of operation in accordance with NFPA22.
4) Clean Agent FM-200 Fire Suppression System
• Clean Agent FM-200 shall be designed in accordance with NFPA2001
• The system shall be especially designed to handle fire in electrical room.
• The Clean Agent FM-200 Fire Suppression System is designed to work with smoke detectors.
5) Handheld Fire Extinguisher
• Fire extinguisher shall be in accordance with NFPA10.
7.4 Electrical System for Building Services
7.4.1 Electrical Power and Lighting Systems
Power and lighting systems consist of Power and Distribution System, Standby Power System, Lighting System, Emergency Lighting System, Electrical Works for Mechanical System, Electrical Works for Sanitary System, Electrical Works for Communication System, Grounding and Lightning Protection System.
7.4.2 Communication System
Communication System consists of Telephone System, CCTV System, Access Control System, Public Address System, Fire Alarm System, Energy Management and Control and Lighting System.
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7.4.3 The Design for Electrical Power and Lighting Systems
Electrical Power System
1) The high voltage 24 KV. to indoor transformer and to low voltage 3 Ø, 4 WIRE, 415/240 V. in accordance with NEC and MEA standards.
2) All electrical power systems have been designed to support the operations of air conditioning system, communication system, sanitary system, lifts, escalators and others installed both indoor and outdoor of the building excluding electrical works for railway system and OCS (Overhead Catenary System).
3) Low voltage switch gear distribution board has been divided into MDB1 and MDB2 for power distribution and prevention of any malfunctions of transformers connecting to the building in case of damage to any one of the transformers and the system running on emergency power and in case of unexpected disconnection of MEA power. This is to prevent damages to other systems in the building and for emergency evacuation purpose.
4) Capacitor Bank has been installed to the main distribution boards MDB1 and MDB2 of the low voltage system to help adjusting Power Factor value of the system in order to minimize power wastage in the system as well as increasing load bearing capacity of transformer and power cables.
Lighting System
1) The design and calculation criteria for general lighting emphasize on the energy economy, cost and quality the Illumination. All luminaries equips with electronic ballast to help saving energy.
2) The lighting methods are divided into 2 types depending on applications, 1) general lighting for office and any other similar areas, which requires uniform lighting or a blanket of light on the horizontal work plane throughout the area and 2) local lighting as supplementary lighting required on special areas such as desks, drafting tables, and displays and 3) combined general and local lighting method for lighting systems classified as direct or indirect lighting for visual tasks and architectural effects of the lighting system.
3) The control distribution of lighting’s luminance is by computer controlled systems.
7.4.4 The Communication System
1) The building’s security system for internal areas will be provided with surveillance cameras connected to CCTV system equipped with data recording system. All building areas could be investigated directly via CCTV system’s online facility.
2) The public address systems could be control via selection of selector zoning according to the publisher’s requirement.
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3) The multiplex fire alarm system around the building is equipped with addressable type control for ease of fire spot locating and automatic emergency direct phone system for calling the security unit.
4) The room entrance and exit will be controlled by the access control system.
5) Emergency Lighting has been installed along all building corridors from the building for operation in case of total failure of electrical system of the building.
6) The grounding and lightning protection system are used to safeguard the people who are using electrical devices and equipments from electrocution. Ground wire connects electrical system’s neutral wire to the grounding terminal. The NEC and all electrical codes required that the electric services to the building must be grounded. It is also required that all lighting, outlets, appliances, devices, and equipment, etc. must be properly grounded to grounding system of not more than 5 Ohms resistance.
8. TRACK ALIGNMENT DESIGN
The location of station is selected by consideration of
1) In central point of residential and/or business area,
2) At accessible point from/to road and/or other public transportation modes,
3) In the SRT Right of Way as much as possible,
4) In the location where the construction does not effect the existing SRT train operation during construction period
Platform, a major part of station facility is designed based on criteria accepted as major rule, 1) 210m length and 1.1 m height for CT and 500m length and 0.5m height for LD trains. Width of platform are determined mostly in the condition of evacuation by National Fire Protection Association (NFPA).
Concourse and station facilities, also a major part of station are planned considering passenger movement, services for passenger traveling and station administration.
The Project provided 1) a stabling yard for LD passenger coaches and freight wagons with 49 tracks with about 19,300m in total effective length excluding 6 tracks for daily washing plant and inspection shed capable for stabling 965 numbers of coaches and freight wagons at east and west side of Bang Sue new station, 2) one new LD passenger coaches depot capable for maintaining SRT coaches with 4/5 –months scheduled shed and 20-months scheduled shed including coach wheel re-profile shed and painting booth in the east side of new Bangsue Station, and 3) one new EMU (Electrified Commuter Train) depot capable maintaining all CT trains (400 nos.) north side of existing Bang Sue freight yard.
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Track alignment of the project is designed based on the criteria in major rule accepted considering that 1) horizontal curve to meet the maximum train speed 120 km in BKK area and 160 km at suburban area excepting Bang Sue station area where the track alignment is restricted from the limited SRT Right of Way 2) vertical gradient 3.5% in maximum for new CT train, 1% for LD, but 1.5% for Access track from/to depot track have been discussed with SRT Mechanical Department and adopted due to the condition of limited SRT Right of Way.
Track alignment is designed based on the track sharing between CT with two tracks and LD with three tracks. It has been considered and designed that additional elevated track for LD will be able to be constructed in the future at the east side of three tracks so that LD trains will be independently able to operate in double tracks when LD demand drastically increased in the future
Track alignment at Bang Sue station is designed based on the following conditions
1) 12 tracks with 6 platform for LD at second level, and both 4 tracks with 2 platform for CT , 2 or 4 tracks with 1 or 2 platforms for Airport Rail Link and 4 or 6 tracks with 2 or 3 platforms for High Speed Trains in the future at 3rd level. Concourse is at ground floor level.
2) NS (North-South) track line at west side and EW (East-West) track line at east side of Bang Sue station.
3) NS Line cross over the EW line north side of Bang Sue station.
4) Track layout for CT at Bang Sue station is designed by “Direction Operation” so that CT passengers of Up trains or Down trains can change trains each other at same platform without using escalator or staircase. Therefore Down track of NSCT cross over the Up track of EWCT at the north side of Bang Sue Station.
5) ARL Line and High Speed Train are planned at east side of new Bang Sue Station.
Track Alignment is designed in consideration of 1) maximizing use of existing “Hopewell structure”, 2) providing the space Airport Railway Link line introduced in near future 3) providing the space for High Speed Train introduced in the future, 4) Not interfering the existing SRT train operation, 5) the project facilities to be installed inside of SRT Right of Way excepting at Don Muang station where the station facilities will be installed out side of SRT ROW but inside of Government ROW (Local Road) 6) to open the space for clearance where crossing the existing road, fly-over bridge, railway.
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9. TRAIN OPERATION
9.1 Train Operation Planning
The followings has been assumed to examine the train operation planning for ensuring the safe train operation in the track network between Bang Sue and Rangsit.
• Maximum Ridership per day : 50,520 in 2012, 129,640 in 2022, 210,260 in 2032 and 232,250 in 2042 years.
• Types of Services : SRT LD/Freight service and Standard Commuter/Commuter Express service in 2012 and 2022, SRT LD/Freight services and Standard Commuter Services in 2032 and 2042 years
• Bi-directional operation on three main tracks.
• Commuter Standard/Express services up to the year 2022, thereafter Commuter Service only.
• SRT Special Express/Express/Rapid/Ordinary trains only stable at Bang Sue yard.
• SRT Commuter service trains stable off the project trackage.
• SRT Freight trains stable at Bang Sue yard.
9.2 Study Assumption
The following has been assumed and considered for examination of train operation studies,
• Only regularly scheduled SRT traffic (as of June 2003) with associated consists has been considered
• SRT trains consist of either regular coaches and diesel locomotives or DMUs
• Commuter and Commuter Express trains will consist of EMUs of 4 to 10 units with passenger carrying capacity in each unit.
• All commuter trains dwell for 30 seconds at Bang Sue, Bang Khen, Lak Si, Don Muang, and Rangsit in both direction. Their dwelling times of Chatuchak, Thong Song Hong, Kan Kheha are 20 seconds
• Commuter Express trains dwell for 30 seconds at Bang Sue, Don Muang and Rangsit in both direction.
• SRT northbound LD trains are assumed to depart Bang Sue at the scheduled time, and dwell for 2 minute at Don Muang and Rangsit.
• SRT southbound LD trains are assumed to depart Rangsit at the scheduled time, and dwell for 2 minutes at Rangsit/Don Muang and for 5 minutes at Bang Sue whereby they are assumed to become yard movements.
• Maximum allowable speed : 120 kph for CT train, 100 kph for LD, 70 kph for SRT Freight (block) train, and 55 kph for SRT Freight train.
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9.3 Simulation Summary
Train Operation Bang Sue- Rangsit
• Three main tracks are sufficient to operate the projected SRT and Commuter traffic over the project traffic until 2042
• The most efficient operation in any one of the Years 2012, 2022, 2032 or 2042 is one where only Standard Commuter Service and SRT Long Distance Passenger trains are operated
• Commuter Express trains will not be operated as such when the headway between the former standard commuter train and later express train less than 8 minutes; therefore, only standard commuter service, in sufficient volume to manage the proposed ridership effectively, should be planned for and operated in such circumstances
• SRT LD trains must be scheduled to operate primarily on the centre track during the peak hours of operation of commuter service (6:00 to 9:00 and 17:00 to 20:00), and during off-peak hours scheduled to operate on side tracks sharing them with EMU commuter trains. Freight trains must be operated on the center track on off-peak hours or existing tracks
• The currently proposed track layouts and station platforms proposed on the Bang Sue to Rangsit section, including the proposed access to the freight yards at Bang Sue have been verified through the study process to be appropriate for the proposed future traffic densities up to 2042 and there are no apparent impediments to the operation except that from 2032 no Commuter Express can be operated on peak hours
• Future consideration should be given to the provision of an additional track for LD trains to increase train operation on peak hours.
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10. TRACK STRUCTURE
The design of track structure is based on SRT train loadings and planned Commuter Train loadings. These loadings can be generally summarized as the worst case of a) 20 T axle loads traveling at 120 km/h, or b) 16 T axle loads traveling at 160 km/h.
Ballasted track similar to current SRT standard track will be used at grade. Ballastless track, similar to that proposed for the Airport Link will be used on elevated viaduct. Both types of track will use UIC 60 rail profile on main track and UIC 54 rail profile on secondary tracks (depot and yard). Ballastless track resilient fastenings will provide noise and vibration isolation, as well as allowing a small range of vertical and horizontal adjustment of the rail position (for maintenance purposes).
Track on viaduct will have derailment protection consisting of rail-height reinforced concrete curbs located 1000 mm from the track centerline. The Derailment curbs will be an integral part of the track structure.
Turnouts will have tangential switch geometry and curved crossings, allowing for the maximum passenger comfort and the highest possible allowable speed on the diverging route. A 1:16 turnout design has been introduced, which provides for higher speed operation than the 1:12 SRT turnout.
Trackwork specifications have been based as much as possible on previous SRT trackwork specifications, which should facilitate approval by SRT, and which will be familiar to trackwork contractors.
11. TRAIN OPERATION CONTROL SYSTEM
11.1 Project Background and Description
The Government of Thailand is developing the railway tracks operated by the State Railway of Thailand within Bangkok area to add a Commuter train operation. This development will consist of several contracts and consists of several engineering disciplines. The Work is divided into three parts.
• Bang Sue Station and Yard (Km.6+000 – Km.12+201)
• Bang Sue – Rangsit Railway (Km.12+201 – Km.32+350)
• Bang Sue – Taling Chan Railway (12.253 Km. long)
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11.2 Main Design Parameters
The line will be designed as a multiple track metre gauge railway in conformance to advanced and existing SRT design practices and standards. Elevated structures will be built along much of the existing route while provisions will be made to assure that the existing SRT Trains will remain in operation. New elevated stations will replace the existing Stations. At Bang Sue a new terminal station will be built to provide a central passenger exchange with other trains, services, and the MRT. Once the new structures are complete, the structures will be used to install new track, to replace much of the existing track. The new stations will then be used along with the track to install a new train control system (an advanced Signal system described as ATC—Automatic Train Control). The design line speed will be 120 Km/hr in the Core area, with designated tracks designed for 160km/hr operation.
11.3 Environmental Conditions
The Works shall operate satisfactorily and in accordance with the specification under year round environmental and climatic conditions experienced in Thailand including, but not limited to : -
- Earthquake
- Temperature & Humidity
- Pollution
- Solar Radiation
- Lighting
- Vibration
- Wind & Rain
- Reptile, Insect and Rodent Attack.
Tenderers shall consult nationally published criteria in respect of ranges of actual climatic conditions experienced in Thailand.
The Tender shall give details of the various ranges of environmental conditions under which equipment and systems will continue to function satisfactorily in accordance with the specification, and shall exceed the conditions expected in Thailand.
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11.4 Existing Signalling and Telecommunications Systems
Current signalling arrangements for each of the existing stations are available from SRT.
• Bang Sue Station and Yard (Km.6+000 – Km.12+201)
Start Elevated Structures : Elevated structures will be built from Km.6+000 (South of Bang Sue) to Km.12+201. Other projects will provided structures west and south of Bang Sue.
Start of Structures to Bang Sue : New structures will be built and new track will be constructed on the new structure, while maintaining the existing track and train operation during construction. During this work the train control system will be added and commissioned. Then the new structures, track including the new Bang Sue Station will be commissioned.
Bang Sue approach to New Station : New track will be constructed on new elevated structures and at grade. Station platform tracks will be separated into two levels, SRT will use the lower level, second level and platforms. Commuter trains will use the upper (third) level and platforms. The Depot will be constructed at ground level. Relocations of existing track and operation will be required during construction. This includes connections to the West Line, freight yard, and depots, as well as new facilities.
• Bang Sue – Rangsit Railway (Km.12+201 – Km.32+350)
At Rangsit, bypass tracks will be constructed and signalled past the Station Area. Existing track Telecommunications and Signals will be salvaged, piles and foundations installed, then the track, signaling and Telecommunications replaced. The new control system described in this specification will start at Rangsit. The Contractor will be required to interface to the existing system, north of the station and modify the system to permit a smooth and safe transition between systems. The bypass tracks and Signalling will then be removed.
Rangsit South to New Structures : Existing wayside signals exists on the two main tracks. The two tracks will be replaced, and a third track will be added while maintaining existing traffic. As early as possible in the contract an ATC test track using the proposed coded track circuits, will be installed using the proposed layout of locations. This will be used to test trains, locations for design, and operation. The track circuits shall be replaced by the proposed coded track circuits and will operate the existing signals during testing. For trains not being tested, the existing signals will appear to the trains to be unchanged, and will provide equal safety and performance as currently exists.
Start Elevated Structures : Elevated structures will be built from north of Don Muang to 12 + 201 near Bang Sue. Other projects will provide structures west and south of Bang Sue.
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11.5 The Proposed Train Control System
The wayside signal system will consist
1) A Starter located at the ends of loops located at station platforms, and other locations where trains wait.
2) A limit of shunt board will be located 700 m from the first interlocking Points approaching a station.
3) The Home Signal will be located 700 m from the Limit of Shunt Board. This 700 m provides an emergency braking distant overlap past the Home Signal.
4) A Warner braking distance from the Home signal. For 160 km/hour train 2100m, for 120 km/hour train 1400m.
The Starter and Home signals are controlled from the Local Control Panel located in the station, or from the Control center proposed for the new Bang Sue Station.
Several temporary installations will be made to permit construction.
• Bypass Tracks at the existing Rangsit Stations. All signals and track structures will be removed to permit foundation construction and the construction of a new station. Then a new Train Control system will be installed at Rangsit. ATC circuits will be installed starting from the Home signals north of Rangsit. Block circuits will be upgraded to Chiang Rak.
• About 2 km south of Rangsit, an interlocking will be installed to permit trains to operate between the new and existing tracks.
• At Bang Sue several shunting tracks will be moved away from Viaduct Construction areas, and connected to the main tracks near to the existing Bang Sue Station.
• At The Freight train connection to the existing main tracks near KM 10, additional track and interlocking facilities are required to provide for Freight train operation and connection to the track installed on the elevated structures.
• Additional work may be required at signal installations along the length of viaduct construction. Level crossings may require changes, signal facilities may have to be relocated.
The ATC (Automatic Train Control) system includes ATP (Automatic Train Protection), ATO (Automatic Train Operation) and ATS (automatic Train Supervision), and will control train acceleration and braking speeds between and approaching the wayside signals. The code rates based on the performance of the proposed commuter trains is for speeds of 160 km/hour, 120, 90, 60 and 35, 25 and 0 km/hour.
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Trains that have failed or are not equipped with ATP equipment will be operated manually, and conform to the wayside signal aspects and operating rules. The condition of the ATC equipment on board the train will be checked and both the wayside and train borne equipment will be adjusted to conform to the test condition. The Operations Control Center (OCC) and Local Station Master will be informed. The Track code on the track circuits between the Home and the Limit of shunt board on the set route will be turned off – No Code, when a failed or unequipped ATC train is detected. Any malfunctioning equipment on board the train will be turned off so there is no confusion with codes that may be detected on the rails, and the wayside signal Aspects.
At an early time in the project, train borne equipment is proposed to be installed on locomotives, and tested on a Test wayside installation to be installed on existing track south of Rangsit. This will be done to determine the best design for both the train borne equipment, and the wayside installations. Hands on experience in the installation of this equipment and its operation will be obtained before the completion of the Structures, new Track, and final Train Control system.
In principal, most track circuits are proposed to be 700m in length. Different track Circuit Lengths will be used to allow for the location of Stations, Points, and Catenary structures. Two (2) 700m track circuits will form the braking distance of 1400m for 120 km/hour trains, three track circuits will form the braking distance of 2100 m for 160 km/hour trains. A combination of shorter length circuits will be used to make up the required distances. A single track circuit of 700m will form the overlap circuits, sufficient to stop a train by applying emergency braking. These distances provide sufficient braking distances for commuter trains to operate using a comfortable braking and acceleration profile.
A Test is proposed that would require the on board ATC system to perform a brake test, and then determine the maximum speeds permitted in response to the code rates detected on the track circuits. Safety factors will be applied to take care of any variables. The development of the Brake test is proposed to be an early requirement in the development of the ATC system and the use of the proposed test track.
The Home and Starter signals locations will control the track circuit code rate at the location to conform to the aspect displayed on the signal. The Call on Signal mounted on the Home signal when operated to “proceed” will cause all code on the track circuits in the route to the Starter signal to be turned off- No Code, while the train operating on the call-on aspect is with in the cleared route. This will also occur between the Starter and the Limit of shunt board, when the Shunt signal displays “Proceed”. Trains will then be operated manually.
Train borne ATC equipment is proposed to be installed on one SRT locomotive, and one SRT Sprinter train. These trains will be tested to determine the best design for both the train borne ATC equipment, and the ATC wayside installations. The Contractors work discussed in this specification includes the installation of the wayside test equipment, which will ultimately be used in the final permanent installation, and the
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equipment on the two trains including the tests. Hands on experience in the installation of this equipment and its operation will be obtained before the completion of the Structures, new Track, and the final Train Control system.
11.6 Proposed Depot Operation at Bang Sue
The existing depot at Bang Sue will be expanded so that all train stabling and servicing at Hua Lamphong can now be completed in the revised depot at Bang Sue in addition to its current functions. The following train operations and maintenance is planned for the Bang Sue Depot.
1) Passenger Trains arriving at Bang Sue will be removed from the Platform Track to a staging track at ground level. The six platform tracks on the west half of the Station where North Line trains will arrive and depart will be served by a single track down to the staging tracks. The six platform tracking the east half of the station will be served by another single track down to the staging tracks. Locomotives will be removed in the staging tracks or at the platforms for servicing.
2) Passenger coaches will then be moved from the platform tracks to the Stabling tracks for storage, cleaning, and inspection.
3) Train movements in 1. and 2. above shall be scheduled so that the current arrival and departure times of passenger trains at Bang Sue are maintained. South and East bound trains will arrive and depart from the North Line tracks until the project is completed south of Bang Sue. These trains will be added to the North Line trains entering the depot for service, storage or maintenance.
4) At both ends, primarily the south ends, passenger coaches will be shunted so that coaches requiring maintenance can be taken to Coach Maintenance depots.
5) Locomotives that have been removed from the passenger trains will be moved to the Locomotive depot for servicing, and refueling. The current Locomotive maintenance depot on the west side of Bang Sue will perform the maintenance.
6) Freight trains arrive and depart on tracks from the North Line, and a separate existing track provides access to the West Line for freight trains. These trains will begin ATC operation on departure from the freight yard, and will end ATC operation an arrival at the same location.
These operations conflict at several locations in the depot and require control to avoid conflicts between the trains. A Depot Control Workstation shall be equipped with a local control panel in the new Bang Sue OCC. Control panels shall be located at both ends of the stabling tracks to operate point machines and control train movements into the yard. These control panels will take over the control at their respective end of the Stabling Tracks when required and permitted from the Depot Control Workstation to prevent Conflicts. Radio communication between OCC and trains will be essential.
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12. ELECTRIFICATION SYSTEMS
The Electric Traction Power System proposed for the Red Line Project Train System in Bangkok requires the design and implementation of an integrated power collection and distribution system.
The source power will be obtained from the 115 kV network grid of the Metropolitan Electric Authority (MEA) of Bangkok from an MEA substation near the proposed Redline substation to be located on SRT land, at Bang Sue. This high voltage power source will be protected by an alternate feeder arrangement to provide greater reliability of main source power.
Some of the major design conditions that were considered in preparing these specifications were:
• Reliability
• Availability
• Maintainability, and
• Safety
The Traction Power distribution selected for this project is the AT (Autotransformer) 50 kV feeder configuration which extends the normal distance covered by a single substation from some 50 km to in excess of 100 km. This configuration limits the number of substations required for longer railway sections and substantially reduces the capital outlay for substations (Approximately US $ 10,000,000 each)
Autotransformers, located every 7.5 km, provide the standard or classic 25 kV required by train traction motors. The overhead catenary system is of standard design.
Emphasis has been placed on adherence to Thai and International standards for proper Earthing and Bonding procedures to minimize and control levels of extraneous voltages from the traction power system. This is an important safety factor in electrified rail systems.
The AT power distribution is a proven technology that is being utilized in Japan and the United Kingdom. The decision to employ this configuration is a decision shared by all consultants working on the Northern, Western and Missing Link projects.
For the Redline project a 50 MVA traction power system is proposed with two high voltage 115 kV to 50 kV transformers. Each of these will be capable of carrying the entire Redline and Missing Link Projects electrical loads but the two will operate in parallel so that a failure of one unit will not cause a loss of electrical service to the Rail Link between Bang Sue and Rangsit and Taling Chan. It should be noted that it is not considered practical to operate with only one transformer as it takes 8 to 10 months to get a transformer replaced.
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Auxiliary power systems are to be established from MEA at 24 kV or 0.4 kV, dependent on site loads. These systems are to provide power to stations, the Operation Control Centre (OCC), the depot and the Traction Substation. These power systems are designed for essential electrical loads, with and without Uninterrupted Power Supplies and Diesel Generator backup protection. Non-essential electrical loads will not be protected in the event of a commercial power failure from MEA.
These auxiliary power systems are designed to provide continuous, reliable power to critical Traction Substation (TSS) Power control systems, OCC Supervisory Control and Data Acquisition (SCADA) facilities and to important operational and security communications facilities used to provide interconnects between the OCC and all outstations. The design principle applied throughout this specification is based on averting a system failure as a result of a single equipment failure.
13. COMMUNICATION SYSTEMS
13.1 Communication Systems
Design Criteria
Standards and codes described herein will govern the design of facilities and equipment to be used in the Communication systems and subsystems. Strict adherence is required to all Thai and International standards in the design of applicable sections of the Communications System.
The major requirement of the design is that the Communication System will provide a reliable and continuously available communication infrastructure to support the Redline Train System in Bangkok to Rangsit and Taling Chan.
Systems design will provide space and route diversity of the main fibre optic cable which will be the backbone of all systems. In addition, redundant hardware and power supplies designs will ensure that no single component failure will cause a reduction in system performance or availability.
Only equipment and systems that have been proven in like railway operation will be accepted.
As part of the Communication System, following subsystems shall be included:
• Data Transmission System (DTS)
• Radio Communication System (TETRA)
• Closed Circuit Television (CCTV) System (including Onboard Surveillance)
• Passenger Information System (PIS)
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• Public Address (PA) System
• Telephone and Ancillary System (PABX)
• Clock System
• Station Management System (SMS)
• Office Automation & IT system (OA&IT)
• Controlled Access Security System (CASS)
Design Standard
In all cases, the latest version of the following standards and codes (or equivalent) shall be used:
• Thai Industrial Standard (TIS)
• Japanese Industrial Standard (JIS)
• International Telecommunication Union (ITU) Telecommunication Sector (ITU-T)
• ITU Radio communication Sector (ITU-R)
• American National Standards Institute (ANSI)
• British Standard Specifications
• European Normal Standards (EN)
• IEC
• IEEE
Design Condition
1) Stations
Following subsystems shall be provided at each station:
• Data Transmission System (DTS)
• Radio Communication System (TETRA)
• Closed Circuit Television (CCTV) System
• Passenger Information System (PIS)
• Public Address (PA) System
• Telephone and Ancillary System
• Clock System
• Station Management System (SMS)
• Office Automation & IT system (OA&IT)
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• Controlled Access Security System (CASS)
• Head wall CCTV monitor shall display platform/train door area to the train driver.
2) Operations Control Center (OCC)
The following subsystems shall be provided at the OCC:
• Data Transmission System
• Radio Communication System
• Closed Circuit Television System
• Public Address System
• Telephone and Ancillary System
• Clock System
• Station Management System (SMS)
• Passenger Information System
• Controlled Access Security System
• SCADA
• Office Automation & IT system (OA&IT)
3) Trackside
The following subsystems shall be provided at the trackside:
• Optical Fibre for Digital Transmission System
• Coaxial Cables for Radio Communication System
• Public Address System Loudspeakers
• Telephone and/or Ancillary System
4) Trains
Following subsystems shall be provided on each train:
• Radio Communication System
• Vehicle Communication Controller (VCC) incorporating Trainborne PIS and Automatic Announcement
• Onboard Train Surveillance System
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5) Depot
Following subsystems shall be provided at the depot:
• Digital Transmission System
• Radio Communication System
• Closed Circuit Television System
• Public Address System
• Telephone and Ancillary System
• Clock System
• Controlled Access Security System (CASS)
• SCADA
• Office Automation & IT system (OA&IT)
6) Power Supplies and Cabling
Local distribution power supplies for the Communication System equipment shall be provided in the Stations, OCC and Depot, including the Distribution Boards. These power supplies will be a combination of normal power input from the Metropolitan Electrical Authority of Bangkok and the Provincial Electrical Authority.
All project sites will be power protected by diesel generators and uninterrupted rectifier/battery/inverter power supplies to ensure continuity of service to critical system components.
7) Interfacing with Other Systems
Interface design, planning, installation, implementation, linking, testing and commissioning of the communication equipment in trains, stations, trackside depot and OCC is to be in accordance with Thai and International Standards identified in the General and Specific Communications systems.
Standard communications interfaces applied will permit the interconnection of project subsystems as well as permitting future interconnection ability from/to other project systems.
8) Reliability
Redundancy and hot standby facilities for essential systems and subsystems shall be provided in order to maintain a high level of system availability.
The overall systems design will provide the ability to achieve overall system performance and availability reliability of 99.95%.
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13.2 Data Transmission System and Clock System
Design Overview
The Digital Transmission System (DTS) is recommended to form the backbone of the communications networks. The DTS is capable of transporting different types of signals such as, voice, audio, video, GPS clock data and other between the Operations Control Center (OCC), Stations sites, Depot and the Traction Substation.
In accordance with the systems design redundancy philosophy, no single unit failure will be detrimental to overall system availability or performance. The DTS will operate on two independent fibre optic cables in a ring topology connecting sites in a “hopping” mode configuration. In order to maximize availability, the two fibre rings will be physically separated in two optical cables to be installed in geographically separate cable troughs at trackside along the length of the project line by diverse routing.
Subsystems are located at different sites along the will and will be connected via transmission drop/insert node to the optical ring. At interface outputs of a node, the different signals will be inserted to the transmission rings and will be continuously available on both rings at every nodal location. In the opposite sense the inputs of the nodes will have simultaneous to the point-to-point or multi-point output interfaces.
The DTS at the OCC and all sites will be designed to operate with redundant facilities to maintain communications availability based on TCP/IP internet protocol on extended Ethernet Local Area Networks and Metropolitan or Wide Area Networks.
The DTS will be designed with the capability of transporting all user communication interfaces. The bandwidth provided by the DTS will be matched to the loading required by the overall data speed of the subsystem’s interfaces.
14. AUTOMATIC FARE COLLECTION SYSTEM
Overview
The Automatic Fare Collection System (AFC) is designed to be a “Closed” system for operation only within the Redline Project Train System from Bangkok to Rangsit and Taling Chan, but will be expandable to include future projects such as the Missing Link project stations. The system will employ a zonal graduated fare structure where the commuter fare varies in accordance with the travel distance. It is envisaged though that in the future a common ticket policy will be provided and a central clearing house. In preparation for this facility, all card and token readers shall be installed so that any ticket media may be read. This will avoid expensive software upgrades later and The Contract shall confirm to The Employer how their system will allow common ticketing and communications to a central clearing house for approval of The Employer. No change is envisaged for SRT ticketing procedures.
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Basic Requirements
The Automatic Fare Collection System (AFC) is an essential part of the railway systems equipment and is designed to enable the railway owner/operator to regulate the flow of passengers onto the trains, to ensure that the fares received are of the correct amount for the planned journey, that the fares are safely and securely collected, that the cash and fare media are fully accounted for at all stages of the AFC process within the railway and that the interaction between passengers and the AFC system is accomplished as simply and efficiently as possible.
System Compatibility
The hardware systems to be employed will be of standard industry design. Wherever possible commercially available software will be utilized. It should be noted however, the uniqueness of this ticketing system may require proprietary software that is not available commercially. Future interoperability between systems in the Bangkok area is a subject beyond the scope of this project.
System Design
The AFC equipment at each station will be linked to the station computer by a 10/100 Mbit Ethernet Local Area Network (LAN) and each station LAN will be linked to the central computer via the Data Transmission System the primary communications backbone system. Equipment in administrative buildings, and the depot if required, will also be linked to the central computer by LAN links.
GPS clock data will be obtained from the Data Transmission System for station equipment use.
All station computer and fare collection equipment, including all gates and ticket vending machines, will be supplied from “Essential Load” Low Voltage power supplies with protection against failure provided by Uninterrupted Power Supplies and Emergency Generators to maintain AFC system availability in accordance with established reliability requirements of 99.5 %.
The AFC system will be designed to utilize fare media of Contactless Smart Cards for use as multiple journey tickets, and Contactless Smart Tokens for single journey tokens that will be checked on entry and exit from the railways by the AFC automatic gates.
Design Standards
In all cases, the latest versions of Thai Industrial and relevant international standards have been identified as the reference standard for the AFC system, hardware, hardware interfaces, communications interfaces and operating software.
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15. DEPOT AND WORKSHOP
15.1 Diesel Locomotive Depot
The entire passenger train and freight service operation is based on diesel traction and SRT currently holds 212 diesel locomotives to meet the traffic demand for above mentioned services. Currently a locomotive shed near Bang Sue station is the base for periodic maintenance of these locomotives. There will be no change to this depot in this project except some track relocation to make way for the new Bang Sue station and the stations local roadways and parking facilities.
15.2 Coaching Depot
The capacity and capability of the whole facility has been design to cater for the following:
• To meet the full demand of scheduled maintenance of SRT passenger coaches
• Inspection, servicing and all minor and major unscheduled repair of vehicles
• All necessary back up support facilities to meet the above targets
• Interior and exterior coach washing
• Control of Mechanical yard operations and personnel
• Testing and repair of components and sub-assemblies
• Central material storage, training, personnel facilities, administration etc.
The Depot, Washing Line and Daily Maintenance Shed size, number of tracks, building area, machinery and plant and all other facility have been designed and finalized based on the criteria that:
• All 1280 SRT coaches will be maintained at the new Bang Sue depot.
• Frequency and time cycle of all schedules will remain unaltered.
• Diesel Rail Car maintenance will not be in the scope of work of the new depot.
• All wheels requiring re-profiling are at present sent to Makkasan Workshop involving avoidable unproductive use of infrastructure facility, man power and equipment. An under-floor wheel lathe has, therefore, been proposed for the new shed.
• A new environment friendly pollution free Paint Booth has also been included for the depot.
There has been a serious constraint of land availability at Bang Sue yard. Therefore, the location, orientation, yard stabling capacity and shed sizes have worked out on the principles of best-fit without compromising the quality, capacity or efficiency of any of the facility.
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15.3 Commuter Train Depot
A new temporary Electric Commuter Train depot shall be constructed north of Bang Sue station and shall provide stabling yards and full heavy overhaul and train wash facilities including Main Workshop, Infrastructure Maintenance and general purpose buildings.
The stabling yards shall be able to accommodate 40 10 Car Trains being 400 Cars in total
A Bulk Supply Point shall be constructed by the E&M Railway Systems Contractor to house all centralized power transformers and switching arrangements in one building transforming MEA 115kV power down to 25kv for train traction power and 24kV for auxiliary power to stations and depot facilities.
There will also be a 1.5km long ATC Test Track for checking of ATC fitted trains for correct functionality and classification before entering the main line tracks.
15.4 Purpose and Scope
The Locomotive, coaching and commuter train Depots will conform to SRT plans and design. The purpose of the depot facilities shall be to provide full running maintenance support to the entire SRT fleet of diesel locomotives, passenger coaches and new Electric Commuter Train fleet.. Loco crew planning and running room facilities for train drivers will also be integrated into the depot system.
The loco depot will cater for the following requirements:
• Loco re-fuelling, lubricating oil topping up and other running repairs of traffic locomotives.
• All maintenance unto 2-yearly schedule for the entire SRT fleet.
• Storage for maintenance equipment and materials required for maintaining and operating the system
• All unscheduled and out of course maintenance of diesel locomotives
• Inspection, servicing and all minor and major repair of vehicles
• Load box testing of repaired locomotives
• Wheel re-profiling
• Locomotive washing
• Control of Mechanical yard operations and personnel
• Repair of specific locomotive equipment and sub-assembly
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The coaching depot will conform to SRT plans and design. The purpose of the depot facility shall be to serve as the focal point of maintenance functions for SRT long distance passenger rolling stock system. The system will cater for the following requirements:
• Storage for revenue vehicles, maintenance equipment and materials required for maintaining and operating the system
• Schedule and unscheduled inspection and maintenance of vehicles
• Inspection, servicing and minor and major repair of vehicles
• Interior and exterior coach washing
• Control of Mechanical yard operations and personnel
• Support of track side maintenance activities
• Repair of specific passenger coach equipment
The Commuter depot will conform to SRT plans and design. The purpose of the depot facility shall be to serve as the focal point of maintenance functions for the new electric Commuter train rolling stock system. The system will cater for the following requirements:
• Storage for revenue vehicles, maintenance equipment and materials required for maintaining and operating the system
• Schedule and unscheduled inspection and maintenance of vehicles
• Inspection, servicing and minor and major repair of vehicles
• Interior and exterior train washing
• Main Workshop Building including Fallback OCC Room
• Support of track side maintenance activities
• Repair of specific Electric Commuter Train equipment
• Shunting Locos and On-track OCS and General Inspection Vehicles will be stored in the Infrastructure Maintenance Building
• Overhead Cranes, underfloor wheel lathe and overhead walkway inspection facilities shall also be provided
15.5 Design Standards
In all cases, the latest version of the following standards and codes (or equivalent) shall be used:
• Thai Industrial Standards (TIS)
• Japanese Industrial Standards (JIS)
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -70-
• British Standard Specifications
• German Standards (DIN)
• European Standards (EN)
• American National Standards Institute (ANSI)
• International Electrotechnical Commission (IEC)
• International Standards Organization (ISO)
• Institute Of Electrical Engineers (IEE), UK
• National Fire Protection Association (NFPA)
15.6 Depot Facilities
15.6.1 Diesel Locomotive Depot Facilities
The Diesel Locomotive Depot along with its all support facilities shall remain in its existing location. All locomotives will enter the depot from the north side. After taking fuel, lubricating oil and water, each loco will be inspected by the authorized inspector to assess whether the loco needs to go to the depot for repairs or is fit to go back to the line for traffic use. Locomotives received for schedule maintenance will go to their respective sheds.
The loco shed complex shall consist of the following major facilities some of which may be combined in the same structure:
• Administrative office
• Amenities, maintenance staff offices, locker room, shower room, canteen, supervisors and inspectors rooms.
• Staff training, equipment and class room
• Heavy maintenance schedule shed
• Medium maintenance schedule shed with pit and 3-level platform
• Running repair shed with pit and 3-level platform
• Fueling and lubricating oil topping up facility
• Store and warehouse facility
• Bogie & component assembly and disassembly area
• General work area including machining, welding and ancillary equipment
• Electrical/mechanical shop
• Compressor room
• Electronics room
• Battery room
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• Under-floor wheel lathe shed
• Loco washing shed
• Load box
• Governor testing and Fuel Injection nozzle testing room
• Speedometer testing and repair facility
• Laboratory facility
• Waste water and sewage treatment plant
• Loco crew planning center and running room
15.6.2 Passenger Coach Depot Facilities
The depot complex shall be located on the east side of the Bang Sue Yard and will consist of the following major facilities some of which may be combined in the same structure:
• Administrative office
• Amenities, maintenance staff offices, locker room, shower room, canteen etc.
• Staff training, equipment and class room
• 20-month maintenance schedule shed with pit tracks
• 5-month maintenance schedule shed
• Store and warehouse facility
• Bogie & component assembly and disassembly area
• Bogie cleaning area
• General work area including machining, welding and ancillary equipment
• Electrical/mechanical shop
• Compressor room
• Air conditioning shop
• Battery room
• One under-floor wheel lathe
• Paint shop
• Automatic train washing plant suitable for 200mts train
• Daily cleaning and inspection facilities
• Vehicle interior cleaning platform
• Stabling yard to accommodate 300 coaches
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• Sewage pipe line in rake maintenance shed for removal of waste from closed toilet system
• Waste water and sewage treatment plant
15.6.3 Commuter Electric Trainset Depot Facilities
• Administrative office
• Amenities, maintenance staff offices, locker room, shower room, canteen etc.
• Staff training, equipment and class room
• 20-month maintenance schedule shed with pit tracks
• 5-month maintenance schedule shed
• Store and warehouse facility
• Bogie & component assembly and disassembly area
• Bogie cleaning area
• General work area including machining, welding and ancillary equipment
• Electrical/mechanical shop
• Compressor room
• Air conditioning shop
• Battery room
• One under-floor wheel lathe
• Paint shop
• Automatic train washing plant suitable for 200mts train
• Daily cleaning and inspection facilities
• Vehicle interior cleaning platform
• Stabling yard to accommodate 400 Cars
• Sewage pipe line in rake maintenance shed for removal of waste from closed toilet system
• Waste water and sewage treatment plant
• Fallback OCC Room
• Bulk Power Supply Point
• Infrastructure Maintenance Building, Electronic Workshops and Stores Facilities
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16. CONSTRUCTION SCHEDULE
Introduction
The Plan Improvement for the Red Line Mass Transit: Bang Sue – Rangsit and Bang Sue Station Project has been divided into 3 contracts consisting the followings.
1) Contract 1 (Civil Works for Bang Sue Grand Station and Depot): the Works include;
• 1 terminal station and 1 intermediate station: Bang Sue Grand Station and Chatuchak Station
• 6.202 km. long elevated viaduct structure starting from km.6+000to km.12+201.7
• CT Depot including stabling yard and related buildings
• LD Depot including stabling yard and related buildings
2) Contract -2 (Civil Works for Bang Sue - Rangsit Railway): the Works include;
• 8 Intermediate Stations (6 stations plus 2 future stations). Certain station structural works have to be provided at future station areas to enable the construction and facilitate the extension of the stations in future.
• 20.148 km. long elevated viaduct structure starting from km.12+201.7 to km.32+350
3) Contact -3 (E&M for Rangsit – Bang Sue – Taling Chan): the Works include;
• Construction of Trackworks from Bang Sue to Rangsit and Bang Sue Yard area.
• Supply and install E&M for railway system form Bang Sue to Rangsit and Bang Sue to Taling Chan
16.1 Planning Concept
The project planning has to take into account the maintaining of SRT normal train operation and nearby road traffic. And project must be fully completed in 48 months including Full System Integration Test and Train Trial Running.
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16.2 Construction Methodology
The construction methodology of activities in this project have been determined by the duration of typical structural works The works were divided into basic elements of related construction activities interconnected by work sequences to create the planning network for such typical works as shown in table 17.1 to table 17.5. The durations are then added with 10% contingency to ensure that the targeted duration is achievable in normal circumstances.
16.2.1 Piling
Table 16.1, the duration of piling work is 3 day/2 piles. For contingency, add 10% of duration. So the total duration is 3.3 day/2 piles.
Table 16.1 Bored Piles Construction Sequences
Duration Day No Activities Step (Day) 123 45 Bore pile
1 Pile Locate by surveyor 0.125 Pile 1 2 Insert steel Casing 0.25 Pile 1 3 Drilling by auger 0.5 Pile 1 4 Add slurry 0.5 Pile 1
5 Drilling by using a bucket 0.5 Pile 1 6 Clean the bottom of bored 0.375 Pile 1 7 Lowering rebar cages 0.125 Pile 1 8 Placing concrete 0.25 Pile 1 9 Pile Locate by surveyor 0.125 Pile 2 10 Insert steel Casing 0.25 Pile 2 11 Drilling by auger 0.5 Pile 2 12 Add slurry 0.5 Pile 2 13 Drilling by using a bucket 0.5 Pile 2 14 Clean the bottom of bored 0.375 Pile 2 15 Lowering rebar cages 0.125 Pile 2 16 Placing concrete 0.25 Pile 2 Sum 3 day/2 Piles
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16.2.2 Footing
Table 16.2, the duration of footing construction is 29.5 day/2 footings. For contingency, add 10% of duration. So the total of duration is 32.5 day/2 footings or 16.25 day/footing.
Table 16.2 Footing Construction Sequences
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16.2.3 Pier
Table 16.3, the duration of pier construction is 29 day/pier. For contingency, add 10% of duration. So the total duration is 32 day/pier.
Table 16.3 Pier Construction Sequences
Duration Day No Activities Step (Day) 123456789101112131415161718192021222324252627282930 Pier 1 Rebar 1 Pier 1,Tier 1 2 Install Formwork 1 Pier 1,Tier 1 3 Placing Concrete 1 Pier 1,Tier 1 4 Concrete setting 1 Pier 1,Tier 1 5 Remove Formwork 0.5 Pier 1,Tier 1 6 Install scaffolding 0.5 Pier 1,Tier 2 7 Rebar 1 Pier 1,Tier 2 8 Install Formwork 1 Pier 1,Tier 2 9 Placing Concrete 1 Pier 1,Tier 2 10 Concrete setting 1 Pier 1,Tier 2 11 Remove Formwork 0.5 Pier 1,Tier 2 12 Install scaffolding 0.5 Pier 1,Tier 3 13 Rebar 1 Pier 1,Tier 3 14 Install Formwork 1 Pier 1,Tier 3 15 Placing Concrete 1 Pier 1,Tier 3 16 Concrete setting 1 Pier 1,Tier 3 17 Remove Formwork 0.5 Pier 1,Tier 3 18 Install scaffolding 0.5 Pier 1,Tier 4 19 Rebar 1 Pier 1,Tier 4 20 Install Formwork 1 Pier 1,Tier 4 21 Placing Concrete 1 Pier 1,Tier 4 22 Concrete setting 1 Pier 1,Tier 4 23 Remove Formwork 0.5 Pier 1,Tier 4 24 Install scaffolding 2 Pier Head 25 Rebar 3 Pier Head 26 Install Formwork 3 Pier Head 27 Placing Concrete 1 Pier Head 28 Concrete setting 1 Pier Head 29 Remove Formwork 1 Pier Head Sum 29 Day/Pier
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -77-
16.2.4 Portal Frame
Table 16.4, the duration of Portal Frame is 43 day/Frame. For contingency, add 10% of duration. So the total duration of portal frame construction is 48 day/frame.
Table 16.4 Portal Frame Construction Sequences
Duration No Activities Step Day (Day) 123456789101112131415161718192021222324252627282930313233343536373839404142434445 Portal Frame 1 Rebar 1 Pier 1,Tier 1 2 Install Formwork 1 Pier 1,Tier 1 3 Placing Concrete 1 Pier 1,Tier 1 4 Concrete setting 1 Pier 1,Tier 1 5 Remove Formwork 0.5 Pier 1,Tier 1 6 Install scaffolding 0.5 Pier 1,Tier 2 7 Rebar 1 Pier 1,Tier 2 8 Install Formwork 1 Pier 1,Tier 2 9 Placing Concrete 1 Pier 1,Tier 2 10 Concrete setting 1 Pier 1,Tier 2 11 Remove Formwork 0.5 Pier 1,Tier 2 12 Install scaffolding and falsework 2.5 Cross Beam 13 Rebar 5 Cross Beam 14 Install Formwork 3 Cross Beam 15 Placing Concrete 1 Cross Beam 16 Concrete setting 1 Cross Beam 17 Remove Formwork 1 Cross Beam 18 Install scaffolding 0.5 Pier 1,Tier 3 19 Rebar 1 Pier 1,Tier 3 20 Install Formwork 1 Pier 1,Tier 3 21 Placing Concrete 1 Pier 1,Tier 3 22 Concrete setting 1 Pier 1,Tier 3 23 Remove Formwork 0.5 Pier 1,Tier 3 24 Install scaffolding 0.5 Pier 1,Tier 4 25 Rebar 1 Pier 1,Tier 4 26 Install Formwork 1 Pier 1,Tier 4 27 Placing Concrete 1 Pier 1,Tier 4 28 Concrete setting 1 Pier 1,Tier 4 29 Remove Formwork 0.5 Pier 1,Tier 4 30 Install scaffolding 2.5 Cross Beam 31 Rebar 5 Cross Beam 32 Install Formwork 3 Cross Beam 33 Placing Concrete 1 Cross Beam 34 Concrete setting 1 Cross Beam 35 Remove Formwork 1 Cross Beam Sum 43 Day/Frame
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -78-
16.2.5 Box Girder
Table 16.5, the duration of box girder installation is 5 day/2 spans. For contingency, add 10% of duration. So the total duration is 6 day/ 2 spans.
Table 16.5 Box Girder Installation Construction Sequences
Duration Day No Activities Step (Day) 12345678 Box Girder
1 Launching Truss assembly 30 Days 2 Install Backet at pier 0.375 Span 1 3 Move Luanching truss to installation span 0.25 Span 1
4 Lifting Box Segment 1 Span 1 5 Cable 0.625 Span 1
6 Stressing Cable 0.375 Span 1 7 Lay box girder on pier 0.125 Span 1 8 Install Backet at pier 0.375 Span 2 9 Move Luanching truss to installation span 0.25 Span 2 10 Lifting Box Segment 1 Span 2 11 Cable 0.625 Span 2 12 Stressing Cable 0.375 Span 2 13 Lay box girder on pier 0.125 Span 2 Sum 5 Day/2 Spans
16.3 Project Planning
For planning of the project, the alignment has been divided into 3 sections with 2 depot areas for Contract 1 as shown in Figure 16.1.
Figure 16.1 Construction zone of contract No.1
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In Contract 2, the alignment has been divided into 11 sections as shown in Figure 16.2.
Fig 16.2 Construction zone of contract No.2
And Contract 3 will supply and install all equipment for railway system in Contract 1, 2 and West Line Project.
The Construction schedule of Contract 1, 2 and 3 are shown in Figure 16.3 to Figure 16.5.
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -80-
ure 16.3 Construction Schedule of Contract No.1 of Contract Schedule ure 16.3 Construction
g Fi
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -81-
ure 16.4 Construction Schedule of Contract No.2 of Contract Schedule ure 16.4 Construction g Fi
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station Executive Summary -82-
No.3 of Contract Schedule ure 16.5 Construction g Fi
Taling Chan
Plan Improvement for the Red Line Mass Transit : AEC/TEC/PCI/DCA/CMCL/UAE/PCIT Bang Sue – Rangsit and Bang Sue Station