design, manufacture, installation, testing ...

DESIGN, MANUFACTURE, INSTALLATION, TESTING & COMMISSIONING OF ELEVATORS AND ESCALATORS

A project report submitted by

Golla Deepak (Reg. No: UR12ME077) In partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY in MECHANICAL ENGINEERING Under the guidance of

Mr. H. Venkatachala Babu Dr. R. Robinson Gnanadurai

SCHOOL OF MECHANICAL SCIENCES KARUNYA UNIVERSITY (Karunya Institute of Technology and Sciences) (Declared as Deemed-to-be-under Sec-3 of the UGC Act, 1956) Karunya Nagar, Coimbatore – 641114

APRIL 2016

BONAFIDE CERTIFICATE This is to certify that the project report “Design, Manufacture, Installation, Testing & Commissioning Of Elevators and Escalators” is the bonafide work of GOLLA DEEPAK (UR12ME077) who carried out the project work under my guidance during the academic year 2015-2016.

SIGNATURE Dr. M. Sekar

SIGNATURE

Dr. R Robinson Gnanadurai Mr. H Venkatachala Babu

HOD

GUIDE

Professor & Head

Assistant Professor

School of Mechanical Sciences

SIGNATURE

GUIDE

School of Mechanical Sciences

Jt. General Manager L&T Metrorail (Hyderabad) Ltd.

Submitted for the Full Semester Viva Voice Held on 21 Apr 2016

Internal Examiner

External Examiner

2

ACKNOWLEDGEMENT First and foremost, I praise and thank ALMIGHTY GOD whose blessings have bestowed in me the willpower and confidence to carry out my project. I’m grateful to our beloved founders (Late) Dr. D.G.S. Dhinakaran and Dr. Paul Dhinakaran for their love and prayers. I extend my gratitude to Dr. T.V. Christy Director School of Mechanical Sciences and Dr. M. Sekar Professor and Head Department of Mechanical Engineering for their encouragement. I sincerely thank the Management of L&T Metrorail (Hyderabad) Ltd. for providing me an exceptional opportunity to carry out my full semister project in their esteemed organisation. I express my profound sense of gratitude to my guides Mr H Venkatachala Babu and Dr. R Robinson Gnanadurai for their cherished direction, tireless cooperation and suggestions all the way through my project. I’m obliged to my leading light Mr Vikram Tandon for introducing me to the World of Vertical Transport. I sincerely thank Mr Bilavanga Kumar and Ms Sumita Sharma for their kind support. I’m grateful to my project coordinators Mr Mathavan Balu and Mr G Prabhu Rubesh for their concerned and diligent support. I’m gratefull to Mr K Prakash for his kind cooperation. I’m thankful to MEP, HR Department and

all the Employees of L&T

Metrorail(Hyderabad) Ltd. for their kind co-operation and favoring support. I Especially thank Elevators and Escalators Team of the Hyderabad Metrorail Project for teaching me the lessons of Field Engineeirng. Last but not the least I thank my parents for their encouragement.

With gratitude GOLLA DEEPAK (UR12ME077)

3

ABSTRACT Metrorail is the rising need now; Elevators are must in both public and residential places to cater developing demands of today’s India. Studying and analysing the various aspects of Metrorail in general, Elevators and Escalators in particular would not only ensure vibrant command over the domains but also enrich the individuals career path. Thus a comprehensive study on aspects of Metrorail in general and Elevators and Escalators in particular is approached. Based on the study a light weight Escalator Step is Designed and Developed complying to EN115 using Aviation grade Aluminium 6061 to increase the energy efficiency of Escalators. Aluminium steps have a longer lifetime than Steel steps and a lower co2 footprint. After numerus iterations an optimal Design weighing only 10.0kg is achieved which is lightest in the industry, at 10.0 kg 42% weight is reduced relative to Steel steps and an improvement of 5.25% in total energy efficiency is achieved. The step shall be tested for deflection with a single force of 3 000 N (including weight of the plate) applied perpendicular to the tread surface on a steel plate 0,20 m x 0,30 m in size and at least 25 mm thick, in the center of the tread surface. The edge of the plate being 0,20 m long shall be arranged parallel to the front edge of the step, the edge of the plate being 0,30 m long at right angles to the front edge of the step. During this test, the deflection measured at the tread surface shall be not more than 4 mm. There shall be no permanent deformation. Elastic deformation of only 0.022mm was found by computational simulation using simulation module of Autodesk Inventor HSM Pro 2016.

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TABLE OF CONTENTS

CHAPTER

TITLE

PAGE

BONAFIDE CERTIFICATE

ii

ACKNOWLEDGEMENT

iii

ABSTRACT

iv

TABLE OF CONTENTS

1.

2.

V

LIST OF FIGURES

VII

LIST OF TABLES

VIII

INTRODUCTION

10

Aim of the Project

10

Scope of the project

10

LITERATURE SURVEY

11

2.1 L&T Metrorail (Hyderabad) Ltd.

11

2.2 L&T Metrorail project overview

11

2.3 Civil Structures

13

2.4 Depots and Workshops

14

2.5 Track

14

2.6 Rolling Stock

16

2.7 Signalling &Train Control (S & TC) System

17

2.8 Telecommunication Systems

18

2.9 Automatic Fare Collection (AFC) System

18

2.10 Power Supply and SCADA System

19

2.11 Over Head Equipment – 25kV AC

20

2.13 MEP Power Supply

20

2.14 MEP – Heat, Ventilation and Air Conditioning System

21

2.15 MEP - Fire Protection System (FPS)

23

2.16 MEP – Lifts & Escalators

26

5

3.

4.

2.17 Installation of lifts

33

2.18 Hoisting and Installation of Escalators

37

2.19 Testing & Commissioning of Elevators

38

2.20 Testing & Commissioning of Escalators

40

PROPOSED WORK

42

3.1 Design & development of Light Weight Escalator Step

42

3.2 Finite element Analysis

43

3.3 6061 Aluminum alloy

43

3.4 Construction of Steps

44

METHODOLOGY

49

4.1 Understand the fundamentals of Metrorail project management and technology.

49

4.2 Study and practice design, manufacture/supply, installation, testing, commissioning and maintenance of Elevators and Escalators.

49

4.3 Design, analysis, optimisation and production of light weight escalator step to improve the energy efficiency of Escalators. 5.

49

RESULTS AND DISCUSSION

51

5.1 Light weight Escalator step design and development

51

5.2 Optimal simulation result

54

6.

CONCLUSIONS

61

7.

APPENDICES

62

7.1 Light weight Escalator step simulation result

62

7.2 Light weight Escalator step static test result

62

7.3 Light weight Escalator step production drawings

62

7.4 Sample CNC code

62

REFERENCES

63

8.

6

LIST OF FIGURES

FIG. NO

TITLE

PAGE NO

Figure 2.1 Interchange station

13

Figure 2.2 Special Station

14

Figure 2.3 Track

15

Figure 2.4 Rolling Stock

16

Figure 2.10 OPC VRV Units above Staircase Arms of a Station Elevation

23

Figure 2.11 Temporary Works for Lifts

34

Figure 3.1Surface Roughness Values

48

Figure 5.1 Conceptual Design

51

Figure 5.2 Optimised Design

52

Figure 5.3 Mesh

53

Figure 5.4 Machining Toolpath

53

Figure 5.5 Displacement

57

Figure 5.6 Static Test Result

58

Figure 5.7 CNC Code Generation

59

7

LIST OF TABLES

TABLE NO

TITLE

PAGE NO

Table 2.1 Fixed Block Vs Moving Block

17

Table 3.1 Boundary Conditions 1

47

Table 3.2 Boundary Conditions 2

47

Table 3.3 Meshing Details

47

Table 5.1 Optimised Model Material Properties

54

Table 5.2 Optimised Model Physical Properties

54

Table 5.3 Reaction Force and Moment on Constraints

55

Table 5.4 Result Summary

55

Table 5.5 Iterations Sumery

60

8

LIST OF NOMENCLATURE ABBREVIATION

DESCRIPTION

DBFOT

Design, Built, Finance Operate and Transfer

TOD

Transit-Oriented Development

MRTS

Mass Rapid Transport System

RS SCADA

Rolling Stock Supervisory Control and Data Acquisition system

CSB

Coated Steel Belts

FEA

Finite Element Analysis

T&C

Testing and Commissioning

CWP

Construction Work procedure

GAD

General Arrangement Drawings

GFC

Good for Construction Drawings

FAT

Factory Acceptance Test

SAT

Site Acceptance Test

9

CHAPTER 1 1. INTRODUCTION Aim of the Project 1. Understand the fundamentals and various systems of Metrorail project. 2. Studying

and

practicing

design,

manufacture/supply,

installation,

testing,

commissioning and maintenance of Elevators and Escalators. 3. Design, analysis, optimisation and production of light weight step to improve the energy efficiency of escalators.

Scope of the project At present there are 160 metro rail systems covering a total length of approximately 10,000 km, are operating throughout the world, mostly in Europe and North America. In India also, 15 major cities with a population more than 3 million have already been or are being provided with metro rail (with a total metro rail corridor length of approximately 750 km) and are under different stages of planning and/or construction. Globally, The Vertical Transport industry is expected to grow at a steady pace due to rising demand from emerging countries, specially India and China. Indian Elevator and Escalator market is registering steady growth. The weight of the step adds to the static load on the system, reduction in static load itself will yield many positive effects on other subsystems thereby increasing the energy efficiency.  Lighter steps will yield in low rate of wear at wheel rail interface on tracks.  Lighter steps would increase energy efficiency of the system.  Lighter steps demonstrate easy handling during installation and maintenance.  Lighter steps reduce static load on Escalator truss.

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CHAPTER 2 2. LITERATURE SURVEY 2.1 L&T Metrorail (Hyderabad) Ltd. Larsen and Toubro Limited was awarded the Hyderabad Metro Rail Project by Government of Andhra Pradesh. L&T incorporated a Special Purpose Vehicle - L&T Metro Rail (Hyderabad) Limited ("The Company") to implement the Project on Design, Built, Finance Operate and Transfer (DBFOT) basis. The Company is a subsidiary of L&T Infrastructure Development Projects Ltd., an infrastructure development arm of Larsen of Toubro Ltd. The Company has inducted world class consultants for the execution of this prestigious Metro Rail Project. Some of the renowned consultants are Louis Berger, AECOM Feedback Ventures Consortium, Parsons Brinckerhoff, Halcrow, E&Y etc. The company will develop 18.5 million square feet of Transit-Oriented Development (TOD) and is expected to trigger robust economic activity in and around the city of Hyderabad and will generate substantial employment.

2.2 L&T Metrorail project overview Hyderabad Metro Rail Project is the World's Largest Public-Private Partnership Project (PPP) in the Metro Sector. Metros and MRTS (Mass Rapid Transport System) are emerging as a major area for infrastructure development in major cities with high population (around 8 Million). The Metro Rail Project, once completed will transform Hyderabad as the preferred city in India; with integrated urban transport planning using inter modal connectivity and convenient sky-walks, which will mark the beginning of an era of seamless commuting in India. The Hyderabad Metro Rail Network will cover a total distance of around 72 Km across three corridors:  Corridor I: Miyapur to LB Nagar  Corridor II: JBS to Falaknuma 11

 Corridor III: Nagole to Shilparamam The Project will be integrated with existing railway stations, suburban railway network (MMTS) and bus stations to ensure seamless and comfortable travel. The Hyderabad Metro project brings together 'best in class' resources and technology in every aspect of the project - Stations, Station Planning, Rolling Stock, Track Work, Depots, AFC, Power Supply, Traction and SCADA System, Signalling and Train Control System, Telecom System, MEP.  Elevated world-class station buildings at approximately every kilometre.  Connects major offices, retail and residential areas - The two tracks (up and down lines) pass through the arterial roads of the city.  Connects major bus stations at Miyapur, MGBS, Koti, Dilsukhnagar, Charminar and Jubilee Bus Station.  Integration with existing rail terminals at Secunderabad, Begumpet and Nampally.  Link to MMTS services at Bharatnagar, Begumpet, Khairatabad, Malakpet & Falaknuma.  Feeder bus services to stations from different areas of the city is being planned by GoAP.  Green & Eco-friendly mode of travel - reduces carbon emission, fuel consumption and pollution.  Faster, safer and comfortable air-conditioned travel with reduced travel time.  Ultra-modern coaches.  High frequency of trains reducing waiting time.  User-friendly stations with lifts, staircases and facilities for the disabled.  Parking facility at strategic locations along the route at the designated areas provided by the GoAP.  Automatic ticket vending machines - reducing waiting time in queues and counters.  Automatic fare collection system - hassle free entry and exit from the stations.  Essential facilities at stations - toilets, public address and information system, telephones.

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2.3 Civil Structures Hyderabad Metro is fully on viaduct except for the Depots. The viaduct comprises of the foundations, piers, bearings and girders. Generally, the alignment has followed the roads with the piers provided along the median. Pre cast segmental box girders simply supported of spans up to 34 m have been used. For large spans like road crossings at major intersections, different arrangements have been used as per site specific requirements. The station is constructed on a single row of piers standing on the road median. This is a unique concept of design adopted in Hyderabad Metro Rail Project. While giving an aesthetic, non-cluttered appearance from the road, it also requires least land acquisition and disruption to utilities. A large quantum of prefabrication has been adopted to reduce the time duration and inconvenience to road users at site of work.

Figure 2.1 Interchange station

13

Figure 2.2 Special Station

2.4 Depots and Workshops There are three Depots viz. Uppal Depot, the ‘Mother Depot’ on Corridor 3; and the two ‘Supporting depots’ – Miyapur Depot on Corridor 1, and Falaknuma Depot on Corridor 2. As there is facility of interconnection from Corridor 1 to 3, 3 to 2 and 1 to 2 at the junctions, the depots with maintenance facility is provided only at Uppal (including Workshop facility) and Miyapur. Only stabling facility is provided at Falaknuma. Rolling Stock maintenance requires frequent inspection and attention. All the RS maintenance is done in the Uppal depot for Corridor 3 and partly corridor 2 and at Miyapur that of Corridor 1 and balance of 2. The two depots viz. Uppal and Miyapur shall cater to all the 57 TSs in Phase 1.

2.5 Track The Metro alignment is composed of elevated Main Lines and At - grade Depots. While the Main line track is composed of ballastless track, Depots are provided with ballasted track. The whole assembly is designed as a unit and the components sourced from the OEM and/approved sources from Germany, Austria and India.

14

The method is known as “Top Down” meaning the rails have to be at the final designed position first and the plinths are cast subsequent to fixing the rails. Since, concrete plinths are the mountings / base of rails, there is absolutely limited scope for any post-concreting rectification. The tolerances for Track are as close as +/- 2 mm and the accuracy is of highest priority. The depot tracks are laid on ballasted beds with standard Gauge (1435mm gauge face to gauge face) Mono-block PS Concrete sleepers with sleeper density of 1660 per Km with ERC MK III (Elastic rail Clips) fastening system with GFN liners and GR Sole plates which are indigenous. These are the standard fastenings on Indian Railway’s track today. The minimum ballast cushion is 250 mm under the sleepers except in test track where 300mm cushion is provided. The points & Crossings are of 3 designs viz. 1) 1:7 - 190R, 2) 1:9 – 190R & 3) 1:9 – 300R. The 1:7 – 190 Radius with speed potential of 40 Kmph is only for depots, 1:9 – 190 R with speed potential of 40 Kmph for main line and 1:9 – 300 Radius with speed potential of 43 Kmph are installed on viaduct Tracks.

Figure 2.3 Track

15

2.6 Rolling Stock Train sets(TS) of 3 coaches will be used for the phase I of Hyderabad Metro project. The 3 coach Train sets comprise of three cars i.e. two Driving Motor cars (also called DMC) and one Trailer Car (also called TC). The Rolling Stock (RS) is also designed to operate with a six car formation to meet future traffic demands. For future 6 Car sets additional two Trailing Motor Coach (TMC) and one Trailing Coach (TC) will be attached in the middle of 3 car Train formation.

Figure 2.4 Rolling Stock

16

2.7 Signalling &Train Control (S & TC) System The S & TC System directs and controls the Trains by deploying Automated techniques & Systems for setting and maintaining a `Safe Route` for travel, controlling the speed and Train separation at a safe but optimum value so as to maintain a safe distance from the preceding train. It also caters for tools and features for Train Operators (TO) and Traffic Controllers (TC) for running of Trains through manual intervention when required. For achieving the planned peak Operational Headway of 90 secs, state of the art S & TC Technology called Communication Based Train Control (CBTC) system has been adopted. The technology uses radio as the medium of communication between the Trains set and track side for tracking the Trains and employs the Moving Block solution for separating the Trains by the minimum safe distance. Moving Block solution has been planned for the first time in Metro Operations in India in HMRTS with the proviso to provide driverless operation if contemplated at a later date. It supports Train Separation independent of the Block (a definitive portion of track with fixed chain ages and detected as vacant or occupied with respect to Train position) boundaries and eliminates the inherent constraints of the erstwhile ‘Distance to Go’ System working on “Fixed Block” technology and facilitates quicker turn around in terminals. Table 2.1 Fixed Block Vs Moving Block

S No

Fixed Block System Block are fixed and defined by

1

physical boundaries such as Axle Counter blocks or Track Circuits.

Moving Block System The ‘Block’ moves in relation to the position of Train as Block is determined by the preceding Train position rather than physical boundaries or chainages.

Limited throughput as Block is considered occupied even if the last 2

axle of the preceding train is inside the block length.

Train Separation is determined by the preceding Train and the required Stopping Distance based on Current Speed. Hence improved throughput.

17

2.8 Telecommunication Systems A well-organized reliable Telecommunication Network is required for efficient Metro Railway Operations. The Telecommunication Network provides necessary Communication Channels for carrying Voice, Data and Video Traffic for various functions such as SCADA for 25kv Power Supply, Signalling, AFC, BMS, Train Communication, Security and CCTV. The control and monitoring of all the Station level and wayside equipment are linked to the OCC equipment by the Communication links. All Sites such as Operations Control Centre (OCC), Metro Headquarters, Stations, RSS, Moving Trains, and Depots are required to be constantly connected. For Trains running at a close Headway, the Reliability and consistent high availability of the Communication Network becomes critical. In addition, the Telecommunication System should facilitate prompt incident management during emergencies. As a consequence, it needs to be of proven modular Systems with adequate level of redundancies. The HMRTS has adapted the State-of-Art Technology for efficient and reliable Performance of the Telecommunication System. The goal has been to enable all Systems requiring a Communications channel to have a very reliable communication links with suitable back up for its functioning to meet the Global Standards of Safety and Availability. Further, a distributed architecture has been adopted so that when link from any Station to OCC is disrupted, the Station Communication equipment shall continue to operate in Local mode with some degraded service to prevent a total breakdown in Operations.

2.9 Automatic Fare Collection (AFC) System Due to ingress and egress of a large number of passengers on a Metro System, an automated fare collection system becomes almost inevitable. Maintenance of Traffic data with spread over time and area is important from the perspective of Traffic Planning but also to check for compliance of the need to totally curb Ticketless travel as stipulated in the CA. HMRTS is based on Contactless Fare Media Technology –called Contactless Smart Media (CSM) which is a recent development. Both ‘Token’ called CST& ‘Card’ called CSC are Contactless Smart Media (CSM) and are the present Fare media. 18

Jaipur Metro Card and Token Delhi Metro Card and Token in the future, NFC (Mobile based Ticketing application) shall also be provided in HMRTS. The AFC System divides Metro Stations into two distinct areas, viz. ‘Unpaid’ area and ‘Paid’ area (which gives access to Platforms) The System is, thus, a ‘Closed’ System – no entry to Paid area or leaving the ‘Paid’ area possible at all without a valid ticket. AFC ensures almost 100% Ticket Checking & Revenue Collection, being automated and fool proof, employs much less Staff, has on demand Ticket accounting and selling Processes, provides detailed Data for the Traffic Management Information & System Usage and has a capacity to meet 50000 PHPDT (viz. peak hour passengers).

Figure 2.5 Jaipur Metro Card and Token Delhi Metro Card and Token

2.10 Power Supply and SCADA System HMRL adopted 25 kV AC traction System being more suitable for Indian environment. The Traction system is controlled by SCADA (Supervisory Control and Data Acquisition system). Different traction system in various Metros in India. 1. 25 kV AC 50 Hz: Bhopal, Chennai, Delhi, Hyderabad, Indore, Mumbai, Noida, Jaipur, Lucknow 2. 750 V dc Third Rail: Ahmedabad, Bangalore, Kolkata, Kochi. The 132 kV power is received from Telangana State TRANSCO Source at 132kV via cables and terminated at Receiving Sub Stations(RSS) provided with 132kV/33kV Auxiliary Power Transformers for all Auxiliary Power Supply to Stations and 132/25kV Traction Transformers with associated switchgears for OHE.

19

132/25kV & 132kV/33kV Transformers with associated switchgear are installed in the Receiving Sub Stations (RSS) to cater for: 1. 25kV OHE single phase, 50 Hz AC for Train operation. 2. 33kV/0.433 kV for Depot & viaduct Station Loads. At 132kV level, RSS is installed at the following locations so as to ensure a very reliable service and choice of locations based on availability from TRANSCO, Load centre and Project need:  Uppal

 Mahatma Gandhi Bus Stand (MGBS)

 Miyapur

 Yusufguda

2.11 Over Head Equipment – 25kV AC As the proposed OHE is designed for 90Kmph max speed, simple Polygonal Regulated OHE (having both catenary and Contact Wires) with both Wires under tension and supported by the Articulated Bracket Assembly fixed to the Mast is provided on the Main line. For ease of operation and maintenance, the Traction power supply (PS) is extended to OHE by means of CB / Interrupter at Feeding Post (FP). The PS to the extended zones is limited by the minimum operating voltage permitted by the Rolling Stock (RS) at the farthest end. The OHE is sectionalized by means of Neutral Sections (NS) and insulated overlaps to meet the operational and maintenance requirements to ensure that the OHE supply is not interrupted in any section even under fault conditions in one section/location. The Feeding zones and Neutral Section (NS) requirements are validated through Traction Simulation Studies and the locations of Feeding Points and Neutral sections are decided accordingly. There are four types of switching stations adopted viz. FP, SP, SSP and SS.

2.13 MEP Power Supply At each station, Electrical Power Supply (PS) is required for the operation of various systems viz. Heating Ventilation and Air-conditioning (HVAC), Fire Detection, Alarm

20

&Suppression Systems (FPS), Plumbing and Water Supply (PHE) and Lifts & Escalators (L & E). These Power supplies are distinct from the power supplies used for Traction purposes. The RSS feeds two separate Mains in a ring main fashion to two 33 kV/0.415 kV, capacity 630 kVA Dry Type transformers, located in ASS (Auxiliary Sub Station) Room of each Station. The two Transformers feed two Main Distribution Board Panels (MDB 1 and 2) located at ASS to provide redundant Supply to all Systems. MDB 1 and 2 feed Sub MDB panels for Normal loads and EMDB for Essential and Very Essential Loads at the station. Comprise of about 66% of general Lighting, Escalators, Power socket outlets and Normal HVAC systems. This does not have back up from Diesel Generator at the Station. Comprises of Viaduct lighting, FPS System, Fire Suppression system (control unit) including Electrical Fire and Jockey pump; Emergency small power outlet; Emergency AC Hydrogen Detection (HD) Extraction fans. Lifts/Escalators, Water supply pumps; Emergency Power Services (EPS) for building services. These being very important receive power supply from EMDB through UPS (called EPS for building services to differentiate from Critical loads like Signalling fed by UPS) with 30 minutes’ backup time. It covers: BMS, and Emergency lighting (approx.33% of total Lighting Emergency exit signage, Power sockets for Fire alarm panel, server and desktop). In case either Mains/ transformers fail, a Standby DG set is provided at each station (capacity 250 kVA) to feed through EMDB all the Essential & Very Essential loads. The same EMDB backed up with both Mains and DG supply, feeds through an independent UPS the critical loads of Signalling, Telecom and AFC.

2.14 MEP – Heat, Ventilation and Air Conditioning System Hyderabad has generally a moderate climate around the year. Hence, passenger areas in the stations are not provided with air conditioning and are expected to be taken care of by natural ventilation. Heating, Ventilation and Air Conditioning (HVAC) System covers essentially the system areas as under: Concourse level for equipment rooms such as SER, TER, Battery rooms in both Interlocked (IXL) and non IXL stations, Station Control Rooms

21

(SCR) & other critical locations, Pump room at Street or Road level. The HVAC or VAC System design is split into two viz. the Air-conditioning (AC) system and Ventilation system. For most rooms, except SER in Interlocked stations and TER, the AC system normally consists of Outdoor Packaged Condenser (OPC) system with Variable Refrigerant volume (VRV) unit (common for a number of Indoor units. The outdoor units are mounted over Arm 2 or 4 terrace of Station entrance/exit) and indoor Packaged Evaporator Unit (PEU)/s are used and provide greater operational flexibility.

Figure 2.6 Normal Indoor AC Units (PEU) in most Rooms

Figure 2.7 CSU for SER with Cool Air Duct from the Ceiling (1W+1S).

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Figure 2.8 VRV System in All Rooms except TER, SER (at IXL Stations)

Figure 2.10 OPC VRV Units above Figure 2.9 Cassette Unit- PEU Unit in

Staircase Arms of a Station Elevation

SCR

2.15 MEP - Fire Protection System (FPS) In each Metro station since a large number of people will converge on the Metros, egress/fire evacuation measures combined with suitable Fire Protection system are essential. Costly and Critical equipment also needs to be protected from damage for early restoration of services as most Systems are imported and replacement items shall be long lead. The fire Evacuation adopted is as per NFPA-130, and fire Detection and Suppression as per NBC-2005 and consists of two main groups. Fire Suppression System comprising of a) Underground Fire Water Tank and Fire Pumps.

23

b) Wet-riser system along with Yard hydrant system. c) Automatic Sprinkler system. d) Portable first-aid fire extinguishers. Fire Detection and Suppression System comprising of a) Analogue Addressable Fire Detection and Alarm system. b) Clean Gas suppression system for SER, TER. c) Hydrogen extraction System for UPS/EPS & Battery rooms. d) Photo luminescent safety Signages. Underground Fire Water Tank: Fire Water (FW) sump is located at Street level of each station building. The municipal/tanker/bore water is supplied into Fire water reservoir and the over flow of FW sump will feed the Domestic Supply water sump for daily consumption as part of PHE System. This is to ensure a constant flow and that the water does not stagnate in the FW Sump and the sump is always full. Each FW sump is provided with one 4-way Fire brigade inlet (Dia. 150mm) & one 4-way Draw-off connection (Dia.150mm) for Local Fire Brigade to use or fill the FW sump in case of fire/emergency as per NBC requirements. The above capacities are for both Sprinkler & Hydrant systems in use. The water level can be seen thorough the automated Building Management System(BMS) work station for monitoring by SC/OCC. The BMS does the monitoring of all key Building safety items/parameters and alarms the SC in the SCR. Fire Pumps of Stations: Two nos. 1800 LPM Fire pumps (main & standby) and one no. 180 LPM jockey pump is provided at street level. Apart from Mains Supply from 2 different MDBs, DG set supply is also provided to the Fire pump panel (i.e. to Fire Pump, Standby pump and lastly the Jockey Pump comprising the full Fire Suppression system). The fire pump will start automatically on loss of pressure and the operation sequence of the jockey and fire pumps is as below:

24

The min. pressure in pipelines is maintained at 7 kg/cm2. This ensures that the pipes are kept constantly full of water and there is no delay in release of water when valves are operated. Jockey Pump starts when the system pressure drops to 6 kg/cm2. The Main Fire Pump shall start when the system pressure drops to 5 kg/cm2 and shall continue to run till manually switched off. In case the Main Fire pump is defective, the Standby pump shall start working at 4 kg/cm2. The Standby Fire pump also needs to be manually switched off. The Jockey and Fire pump starting is indicated on the BMS panel with a red indication lamp. Table 2.2 Types of FFE & Usages

Sl.

Type of equipment

No

1

2

3

Wet-riser with Internal hydrant system

Usages Used to extinguish fire in offices, open places etc. where there is no Electrical machinery and plant.

Wet-riser with External hydrant

Used to extinguish fire at Entry / Exits at

system

Street level & DG set area. Used to extinguish fire in Retail areas &

Automatic Sprinkler System

Escalators Used to extinguish fire in offices, open

4

CO2 Type Fire Extinguishers

places etc. where there is no machinery and plant for manual dousing apart from automatic by item 1,2 or 3.

5

6

Dry

powder

type

Fire

extinguishers

Automatic System

Used to extinguish fire in critical Electrical or Electronic equipment rooms for manual dousing apart from automatic by item 6 or 7.

Panel

Flooding

Used to extinguish fire in Electrical panels, distribution boards due to heating or short circuit since water can`t be used on costly eqpt and

25

automatic fire suppression is required for such critical equipments. Used to extinguish fire in Central computer rooms, Signalling Room, Telecom room, Server 7

Automatic Clean Gas System

Room since water can`t be used on costly eqpt and automatic fire suppression is required for such critical equipments. Used to detect leakage of Hydrogen gases in Electronic invertors and Battery rooms where

8

Hydrogen Detector

again water can`t be used on costly eqpt and automatic fire suppression is required for such critical equipments.

2.16 MEP – Lifts & Escalators L&T Metro Rail (Hyderabad) Limited (LTMRHL) awarded the Elevators & Escalators contract for Hyderabad Metro Rail Project to “OTIS Elevator Company (India) Limited. The heavy duty Elevators and Escalators for the Hyderabad Metro Rail project will be fabricated in Otis factories in China namely Guangzhou Otis Elevator Company Limited (Escalators) and Otis Elevator (China) Company Limited (Lifts). Installation will be done by OTIS Elevators Company (India) Limited. The total value of the elevators and escalators is in excess of Rs. 400 crores contracted to supply and install 670 Gen2 premier elevators and 520 NPE escalators for the project. Of this, 270 Elevators and 410 Escalators will be installed in over 66 metro stations, workshops and other buildings at depots. A Typical Station building has 2 raised levels i.e. Concourse level, & Platform (PF) level and the passenger has to be given access from street level. Hence each station is provided with 2 Lifts from Street to concourse, and 2 from Concourse to PF level. The Lifts are intended to cater to the needs of the handicapped and senior citizens.

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2.16.1 Lift Codes & Standards  CLRA Act IS: 15785 Code of practice for Installation and maintenance of lifts without conventional machine rooms.  IS: 14665 Electric Traction Lifts - Part 1 to Part 5.  EN81 Safety rules for the construction and installation of lifts.  IS: 15330 Code of Practice-Installation and maintenance of Lifts for Handicapped persons. 2.16.2 Lifts Configuration and Specification  Make: M/s OTIS

Rescue Operation mode (Mains power

 Product name: GeN2 ACD 3 MRL

off conditions).

controller.  Type of Traction Motor: Permanent Magnet 3 phase AC machine.

 Passenger capacity: 13 passengers  Duty load: 1000 kg.  No of stops/Openings: 2 stops/Opening

 Motor: About 7.5 to 10 Hp. for a car of 13 persons.

(1 m center opening)  Type of landing Doors: Glass panel

 Speed: 1 m/s normal and less than

(Concourse to platform) Stainless Steel

0.25m/sec under Inspection or Auto

landing door panel (Street to concourse)

2.16.3 Overview of LIFTS Normally most Lifts require a machine room at the top of the Lift shaft of normal 10 Ft. height and cut outs in the ceiling of the shaft. However, the GEN2 OTIS used in HMRTS requires only about 1.6 m above the Car top due to some novel features. 2.16.4 Some of the latest features provided in HMRTS is as under: (a)Energy efficient Motor: Permanent magnet synchronous and gearless Motor (430v +/- 7%) with Class F insulation with the motor shaft integral with the Brakes I.e. Brake Sheave and motor shaft are one part without any gear and with closed ball bearings to last lifelong; Hence lesser maintenance is required as no gears are in use. (b) Use of Coated Steel Belts (CSB): The system uses 4 Coated Steel Belts (CSB) – high tensile-grade steel, coated with tough polyurethane in lieu of Steel wire ropes and gearless machine. Normally with use of Steel wire ropes in Lifts, to suit the large bending 27

radius of the rope, a large diameter pulley is used and to limit the Lift speed to about 1m/sec at the pulley, a high gear of ratio about 1:43 is used between the pulley and the motor. With a larger area of contact between the belt and Sheave, much lesser torque required on the motor, and hence lesser current, hence lesser IR losses and heat dissipation and therefore smaller motor. This Motor efficiency is much higher (say for 13 passengers, the requirement is below 10hp against a 15 Hp. normal motor in conventional Systems). (c) Electro Mechanical Dynamic brakes: In the older models only disc brakes with a liner were provided on the Motor shaft and as an improvement in this model, not only maintenance free disc brakes are used but also electro mechanical dynamic brakes which work longitudinally also on the Motor shaft by use of some special springs. This holds the entire mass of the Lift and is more effective on the motor shaft. (d) Light beam Car Door Detector: A safety device mounted on the leading edge of the car doors to prevent the closing doors from striking passengers. Electrically operated proximity detector devices are used with 3D Panachrom sensors with Photo cell from top to bottom of the door to create a zone of protection for the entire height of the door opening including up to 100mm on the floor side. (e) Passenger convenience as normally provided in all modern lifts are provided viz.  Attendant Operation from COP

 Over loading Prevention by sensor in

 Delayed Car Protection Operation  Door Failure Protection

CSB  Nudging Operation when kept open for long

 Motor Over Heat Protection by Thermal switch

 Floor Announcement System inside the Car

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Table 2.3 Some important Safety Features of Elevators

The hall doors do not

Door lock system prevents the Opening the

Open when the Lift car is not

doors by mistake and is achieved by the Landing doors

there.

opening initiated only during the Car doors opening. Over Speed Governor (OSG)acts to disconnect the Motor power and to apply brakes on the

If the car rope snaps.

Motor shaft electrically. Further side Safeties at bottom of the Top Car frame functions as a mechanical brake to grip the same and keeps the car from falling down.

If the car abnormally speeds up (over 15% of normal speed) If the car goes down too far during landing at lowest floor.

Over speed Switch (with the sensors on the CSB and the Controller) operates to stop the Lift

Polyurethane Buffer equipped at the bottom of the hoist way softens the shock on collision.

Overloading Prevention Device In the case of overloading

Rings the buzzer and gives visual “OVERLOADED” indication and the Doors do not close and Lift inactive.

In case of elevator Motor overheated. Passenger attempts to get inside the elevator while doors are closing.

Thermal Switch tripping will not Allows next call operation by keeping doors fully open. Light beam sensor on the Car doors and Mechanical door safety shoe reopens the door.

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2.16.5 Escalators in HMRTS There are about 410 escalators being provided, each station is provided with 2 no’s from Street level to concourse level and 4 no’s form Concourse to Platform level. While all escalators have reversible features, the normal operation of the road to Concourse level will be rising from Concourse to each platform, one escalator will be rising and one descending. 2.16.6 Codes and standards EN115 and its related standards. 2.16.7 Configuration and Specification  Make: M/s OTIS Model EC2-25  Motor: Star Delta Motor (430v ±7 %.)  Step width: 1000 mm  Rated Speed: 0.5/0.65 m/s  Flat steps: 3 nos. at the Start and exit  Duty load: 4000 kg (>> 39 steps x 1person x60kg = 2340kg)  Maintenance speed: 0.2 m/s (