The belt conveyer for the stockyard in the riverside of Musi has to be oscillation type because coal needs to be evenly loaded in a barge. Also, this belt conveyer should be self-propelled type in order to move properly and easily inside of the stockyard by itself. The belt conveyers in Kertapati station at the 3rd Stage has to be covered in order to prevent from scattering coal dust. 4.5. Overview of the Design Plan 4.5.1. Layout Plan (1) Conditions of Current lines ① Track Layout The track layout between Lahat and Kertapati is indicated in [Fig. 4-5-1]. Each station is equipped with passing lines so that trains can pass each other. The distance between stations and effective length of track for each station between Lahat and Kertapati are indicated in [Table 4-5-1]. The effective length of track between Lahat and Muara Enim is set to be between 130m and 400m because the number of operating trains is small with 8 trains per day and passenger trains pass each other only once a day at Banjarsani. The effective length of track between Muargula and Prabumulih X6 is longer with more than 1,000m because of the large number of operating freight trains transporting coal from Tanjung Enim to Tarahan. Also, it is necessary to secure space for long and large freight trains to pass each other. The effective length of track between Prabumulih and Kertapati is between 400m and 600m so that current freight trains can pass each other. ② Vertical Alignment The vertical alignment between Lahat and Kertapati is indicated in [Fig. 4-5-2]. The vertical alignment for the whole line is descending from an altitude of 110m at Lahat to an altitude of 2m at Kertapati. For the intermountain section between Lahat and Muara Enim and the hillside section between Muara Enim and Payakabung, the route has a repetition of ups and downs since the tracks are laid down following the shape of the land. Especially, the section between Lahat and Muara Enim has slopes with the route’s steepest gradient of 10‰ in many places. Additionally, from the vicinity of 380km in the section between Payakabung and Simpang to Kertapati is plain field with a constant gradient of an altitude of 2m to 3m. 4-53 ③ Alignment As for the alignment at intermountain and hillside sections between Lahat and Prabumulih, since tracks are laid to suit land forms in the same way as for vertical alignment, the route has many curves with curve radius of less than 500m. The minimum radius curvature for this section is 234m at the vicinity of 364km between Gunungmegang and Blimbing. For the plain section between Prabumulih and Kertapati, the route has many gentle curves with a radius of more than 1,000m. 4-54 (Source: Study team) [Fig. 4-5-1] Track Layout for the Section between Lahat and Kertapati Kertapati and Lahat between Section the for Layout Track 4-5-1] [Fig. 4-55 [Table 4-5-1] Distance between Stations and Effective Length of Track between Lahat and Kertapati Distance Effective Length (m) between Main Siding Station name Location Stations Track (m) Lahat 434km159 402 402 Sukacinta 423km632 10,527 173 132 Banjarsani 406km851 16,781 263 225 Muara Enim 396km096 10,755 347 347 Muargula 387km890 8,206 1,197 1,197 Ujanmas 381km529 6,361 1,380 1,380 Penanggiran 373km910 7,619 1,000 1,000 Gunungmegang 367km039 6,871 1,443 1,443 Blimbing 354km344 12,695 1,212 1.285 Niru 344km254 10,090 1,070 1,070 Penimur 333km422 10,832 1,332 1,332 Prabumulih X6 325km512 7,910 ―― 322km105 Prabumulih 3,407 450 500 322km295 Lembak 338km188 15,893 603 603 Karangendah 345km594 7,406 461 461 Gelumbang 353km822 8,228 580 580 Serdang 363km479 9,657 580 580 Payakabung 373km335 9,856 440 440 Simpang 388km500 15,165 434 434 Kertapati 400km102 11,602 485 492 (Source: Study team) 4-56 (Source: Study team) [Fig. 4-5-2] Vertical Alignment of the Section between Lahat and Kertapati Kertapati and Lahat between Section of the Alignment Vertical 4-5-2] [Fig. 4-57 (2) Layout Improvement Plan ① The 1st Stage The 1st Stage includes a train operation plan with a train set of 1 locomotive and 25 freight wagons for 8 round trips per day. It is necessary to consider the extension of passing tracks at passing stations so that extended freight trains can pass each other as well as new construction of signal stations between stations with a long distance where it is difficult to secure planned train operations of 8 round trips per day. The train set length for a train with 1 locomotive and 25 freight cars is 395m. The effective length of track with current signaling facilities is more than 415m including 10m at each end of the train for safety margin for over-running, and so forth. 415m 10m 395m 10m The × indicates vehicle contact gauge. (Source: Study team) [Fig. 4-5-3] Train Set Length and Effective Length of Track The section under consideration is the one between Sukacinta and Kertapati with freight train operations. Of this, in the section between Sukacinta and Muara Enim, the number of operating trains is small and freight trains do not need to pass each other at stations on the way to the destination. As for the section between Muargula and Kertapati, as indicated in [Table 4-5-1] (P. 4-56), the effective length of track of more than 415m is already secured. Additionally, as a result of the consideration of train operational plans at current station locations, it is possible to secure the planed number of trains. For this reason, in the 1st Stage, current effective length of track will not be extended. In the 1st Stage, 1 locomotive depot will be newly constructed inside Lahat station yard to inspect locomotives in order to cope with the increased number of operating freight trains. The track layout of the locomotive depot is indicated in [Fig. 4-5-4]. 4-58 (Source: Study team) [Fig. 4-5-4] Track Layout for Lahat Locomotive Depot ② The 2nd Stage The 2nd Stage includes a train operation plan with a train set of 1 locomotive and 40 freight cars for 10 round trips per day. In the same way as in the 1st Stage, it is necessary to consider the extension of passing tracks and new construction of signal stations. The effective length of track will be approximately more than 670m for the train length of 615m with 1 locomotive and 40 freight cars, including 27m for each end of the train for safety margin for over-running in consideration of future introduction of automatic train stop systems (ATS). The relationship between a train stop location and its effective length of track at a stopping station is indicated in [Fig. 4-5-5]. × Train 2m 20m 5m 27m The ×: Vehicle contact gauge : Signal location : ATS wayside coil (Source: Study team) [Fig. 4-5-5] Relationship between Train Stopping Location and Effective Length of Track 4-59 The section under consideration is the one between Sukacinta and Kertapati. Of this, in the section between Sukacinta and Muara Enim, in the same way as in the 1st Stage, freight trains do not need to pass each other. As for the section between Muargula and Prabumulih X6, as a step in improving coal transport capacity between Tanjung Enim and Tarahan, double tracking work has been implemented and is planned to be completed by the 2nd Stage. As for the section between Prabumulih and Kertapati, since the section does not have enough effective length of track, it will be extended. Additionally, as a result of the consideration of its track capacity in its train operation plan, signal stations will be newly constructed in the section between Prabumulih and Lembak and the section between Payakabung and Simpang with long distance and long traveling time between stations. Track layout conditions for locations to install new signal stations are as follows: the alignment for locations to install turnouts is a straight line and its vertical pitch is below 2.5‰. Effective length of track extension and locations for newly constructing signal stations between Prabumulih and Kertapati are indicated in [Table 4-5-2] and [Fig. 4-5-6]. As for the facility for coal loading, in the middle of the section between Sukacinta and Banjarsani, a signal station will be installed to divide the side track from the main track and the facility will be newly installed in Merapi area where the coal mine is located. The facility for loading and unloading coal will be installed after remodeling the site for current freight line in Kertapati station yard. Simplified floor plan for coal loading and unloading facilities at Kertapati station is indicated in [Fig. 4-5-7]. 4-60 [Table 4-5-2] Location for New Installation of Signal Stations and Extension of Effective Length of Track between Prabumulih and Kertapati Distance between Effective Length (m) Station name Location Stations (m) Current Plan Current Plan Extension Prabumulih 322km295 450 670 220 New signal 329km400 ― 7,105 ― 670 ― station Lembak 338km188 15,893 8,788 603 670 67 Karangendah 345km594 7,406 7,406 461 670 209 Gelumbang 353km822 8,228 8,228 580 670 90 Serdang 363km479 9,657 9,657 580 670 90 Payakabung 373km335 9,856 9,856 440 670 230 New signal 381km000 ― 7,665 ― 670 ― station Simpang 388km500 15,165 7,500 434 670 236 Kertapati 400km102 11,602 11,602 485 670 185 (Source: Study team) 4-61 4-62 (Source: Study team) [Fig.