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TRACK WORK

Section : Hyderabad Metro Rail Project


Gauge : 1435 mm
Length : Corridor 1 -28.87 Km, Corridor 2 -14.78 Km, Corridor 3 -27.51 Km totaling to
71.16 Route Km.

The permanent way consists of rails of section UIC 60, grade 1080, Head Hardened for complete
main line and rails of section UIC 60, grade 880 for depots which shall be 18/13 meters long. Restraining
rails of section 33 C1, grade 880 of 13 m long shall be provided for all curves of radius less than 190 m.
All the running rails shall be continuously welded by Flash Butt Welding/Alumino Thermic Welding
processes. The track on Main Line shall be laid on plinth type ballastless track with rails discretely
supported by ballastless fastenings on Concrete plinths of M 35 grade.
The ballastless rail fastenings are spaced at 650 mm c/c on viaduct and ramp with 1 in 20 rail
inclination. The track in the depots shall be laid on ballasted track with Standard Gauge Monoblock PSC
Sleepers with the density of 1540 sleepers per Km using ERC MK III fastening system and GFN Liners of
indigenous make and 65 mm stone ballast with minimum cushion of 250 mm under the sleepers.
The cushion shall be 300 mm for test track. Portion of depot track shall also be laid as embedded
track with special base plates and also on plinth with ballastless fastenings to suit the requirement.
All the turnouts to be negotiated are with 1 in 20 rail inclination. 1 in 9 switches of radius 300 and
190 for the main line and 1 in 7 switches of radius 190 in the depot with Zu 60 profile (thick web) shall be
used.
Weldable CMS crossings shall be used on main line and depots and shall be subjected to
explosive depth hardening to provide minimum hardness of 340 HBW. Ends of all tracks on the main line
and as well in the depot like washing lines, stabling lines, workshop and inspection bay lines shall be
provided with Friction type Buffer Stops.
General Criteria for Tracks

SN. CRITERIA DIMENSION


1. Gauge 1435 mm
2. Design speed 90 Kmph
Max. operating speed 80 Kmph
3. Max. axle load, loaded 17 tonne
condition
4. Maximum Gradient
Normal / desirable Limit 2.5%
Exceptional Limit 4%
5. Sharpest vertical curve radius 1500m
Sharpest horizontal curve 120 m (main line track)
radius 90 m (depot track
6. Traction power collection Overhead Catenary system (OCS) at 25kV(AC)
Rails shall be used for traction return current.
7. Inclination of Rail 1 in 40
8. Wheel tread profile UIC 510-2 (S1002); to be interfaced with Rolling Stock
Contractor.
9. Rail profile UIC 60 (861-3)

Future Prospects-(phase 2)
After a recent joy ride from Mettuguda to Uppal station of the Hyderabad Metros 8
km Nagole-Mettuguda section, the Information Technology Minister of Telangana,
K. Tarakarama Rao (KTR),announced plans to construct 83 km of metro lines under
Phase 2 of the Hyderabad Metro project! A feasibility study for this new phase is
currently underway. Announcements about what the second phase will look like
have been made at various times and occasions by different people, but since KTR
is the son of Chief Minister K. Chandrasekhar Rao (KCR), I consider this
announcement to carry a lot of weight about the future direction of the system.

The 5 proposed corridors announced for Phase 2 are:

#1 LB Nagar Hayathnagar (7 km)


#2 Miyapur BHEL Patancheru (13 km)
#3 Nagole LB Nagar Falaknuma Shamshabad Airport (28 km)
#4 Raidurg Gachibowli Shamshabad Airport (28 km)
#5 Tarnaka ECIL (7 km)

While the government hasnt announced whether these will be new lines or
extensions of the Phase 1 lines, it is fairly obvious that the (#5) Tarnaka ECIL line
will be a new line. #1 and #2 will be an extension of the 29.87 km LB Nagar
Miyapur line and #3 will be an extension of the 28 km Nagole-Raidurg line. I believe
#4 will also be an extension of the Nagole-Raidurg line and building section will
make the line entirely circular.

From its previous announcement in June, the government has scrapped an


extension of the JBS-Faluknumas 12 km extension to the Shamshabad Airport
perhaps due to the resistance in building the old city section of the line that has
been raging on for the last 5 years. An 8 km extension of the same line northward
towards Alwal has also been scrapped. A new 17 km line proposed from Gachibowli
to Lakdikapul via Toli Chowki has also been scrapped.

Taking all these changes into consideration, here are two maps of how the
Hyderabad Metro system will look like after the 72 km Phase 1 is completed in 2018
(estd.) and how the system might look after Phase 2 is completed in 2024
(estd.) Both maps have been embedded into the post to allow you to zoom in/out
and explore for yourself!

Phase 1 (72 km) :

Phase 1 (72 km) & Phase 2 (83 km) = 155 km:

Along with the 72 km Phase 1, the Hyderabad Metro system after Phase 2 is
completed will become 155 km long.

Once the feasibility study is complete, more details on the


future roadmap including the preparation of the Detailed Project Report (DPR) & list
of stations will be revealed. I expect actual construction on the ground to start in
2018.
Rolling Stock

Rolling Stock Features:


Metros around the world are there to give comfort to the commuter and at a
price which is easy on the pocket. India's millions and the especially the denizens of
Hyderabad will be in for this experience in a few years from today.
The specification for standard gauge rolling stock is based on light weight
stainless steel/Aluminum bodied threecar formations, having a trailer car between two motored
driving cars. Internal wide gangways will provide ease of passenger movement and assist
load distribution. Trains will be air conditioned throughout with designated space for differently
abled persons. LCD screen type route map indicators over all the doors and LCD TVs at suitable locations
inside cars shall be provided for infotainment. Safety of commuter and operations is
paramount for us and the trains will have foolproof safety features and onboard fire &
smoke detection as well.
These trains will have CCTV cameras in and outside the cars, mobile and
laptop charging sockets inside the car, better humidity control, microprocessor
controlled brakes, secondary airsuspension for better ride comfort and will be capable of maintaining an
average speed of 33 km/h and maximum operating speed of 80 km/h. The trains will
be using regenerative electric braking thereby converting the momentum into
electrical energy and feeding back to power supply system while braking. As a
contribution towards the CDM this will reduce the energy requirement from the grid.
The maximum capacity per three car train will be approximately 965
including longitudinal seating, giving a high proportion of the floor area to standing
passengers. Each car will have longitudinal seats for approximately 40 persons.
Total 171 cars for 57 Trains will be procured for the first phase of the project.
Although with many automated functions, the ATO enabled trains will be under
driver control.
Having all salient features which will add to the comfort and safety of the
commuter, it is aesthetics combined with comfort and safety which will win the
metrouser and make them addicted. Hyundai Rotem (Korea), were chosen based not only on latest
technology and price but also on cost of maintenance, service and availability of spares.. Our
endeavor is to have an improvement on the existing MetroRail trains.

Salient features of Rolling Stock

Train Set 3 Cars train set (DMCTCDMC)


Extendable to 6 Cars train set (DMCTCMCMCTCDMC)

Gauge Standard Gauge (1435 mm)

Traction 25 kV AC Overhead Catenary, Single phase and 50 Hz


frequency

Maximum Design 90 kmph


Speed

Maximum Operating 80 Kmph


Speed

Average Speed 33 kmph

Head way between 3 minutes during peak and 15 minutes during lean hours
two trains

Dwell Time 20 seconds at stations

Maximum Axle Load 17 Ton with 8 Passenger/Square metre in standing area

Safety features Automatic Train Protection (ATP)/ Automatic Train Operation


(ATO)

Automatic Train Supervision

Passenger Emergency Alarm

Passenger Addressing System

CCTV in cars

Saloon Door opening and closing Alarm

Fail Safe Pneumatic Emergency Air Brake

Provision of Dead man safety feature on the TractionBrake


controller handle

Wheel Slip/Slide Protection

CrashWorthy design of Cars

Derailment Guard on rails

Smoke and Fire detectors in Drivers Cab and Saloon Car

Fire extinguishers inside cars and drivers cab

Emergency brake application in a moving train if unintended


partings of the cars occur.

Platform screen door enable features in Rolling Stock

Car Body Light Weight Stainless Steel/Aluminium

Energy Efficient Energy regeneration during electro dynamic braking.

Interior Dedicated space to accommodate wheelchair (for people with


reduced mobility)

Longitudinal Seats, Grab Poles and Rails for standing


passengers

Airconditioned with Humidity Control

Mobile and Laptop Charging Points

LCD TVs for Entertainment, information and advertisement

LCD Dynamics Route Display

Exterior Modern and Aesthetic, unpainted, covered with vinyl sheet for
advertisement

Current Collection Overhead Pantograph


System

Doors Externally hung, sliding biparting Doors for Saloon

Windows Double Glazed Laminated glass with PVB film pasted in


between

Brakes a) Electropneumatic friction brake system (EP)


b) Electricregenerative brake system
c) Spring applied airrelease parking brake system
d) Electropneumatic friction emergency brake system
e) Brakepipe controlled backup security brake system
Couplers Automatic and Semi Permanent Couplers

Airconditioner Two Roof mounted VAC for Saloon and One for Driver Cab

Propulsion System 25kV AC Single phase, IGBT based VVVF Control

Bogie Bolster less with Secondary Air Spring

Train Control Train Integrated Management System (TIMS)

Battery Back-up Battery Backup upto one hour for emergency loads i.e Lights, PA/PIS etc.