system for reasons on rail vehicle operation and system maintenance. For ensuring safe and efficient work execution no contact rail is laid within the repair depot. When trains leave or enter the depot, an exclusive cable is connected with power collection shoes, in order to supply current.
(6) Signal facilities
Train operation between the main line sections and the depot (departure tracks and arrival track) is conducted under the automatic block system. It is assumed that train control from the central control center is possible, and control from command desks in the depot is also possible depending upon the need. Operation of rail vehicle between departure/arrival tracks and storage track is conducted in accordance with indications of shunting signals.
The electric switches at the point of branching of from main Line section are of the same type of switches on main line sections. The switches in the depot have external locks attached to them. Operational safety in the depot is ensured by interlocking devices.
(7) Telecommunication facilities
Within the depot, the same communication facilities as those in interlocking stations on main line are installed. Communications between the depot and crew of trains leaving or entering the depot are conducted by radio telephone. Communications between the dispatchers in the depot and drivers of trains moving within the depot and workers in the depot are conducted through portable phone equipment.
(8) Control Center
Central control devices for train operation control, electric power control, signal and telecommunication control, revenue administration, etc. are installed at the control center in the depot. The costs of these central facilities are included in signal costs and telecommunication costs. Of the depot facilities costs, only the construction cost of related buildings are earmarked.
9.2.5 Rail Vehicles
9.2.5.1 Concept of Rail Vehicle Cost
Table 7.1-1 shows rolling stock specifications. See Appendix 7.1-1.
As this project uses 30-m articulated cars composed of two 15-m bodies, we estimated manufacturing costs for these cars based on data for heavy-rail subway rolling stock. We assumed that cars in this project have three truck, including two motor-driven truck, and that the costs of bodies and fittings are twice those of heavy-rail rolling stock. The cars will be driven by a two-motor control VVVF system. They will have twice the air conditioning capacity of 16 m cars, and will be equipped with appropriate power sources and auxiliary equipment. We assumed that all cars are manufactured in Japan and transported to Bangalore, and thus that transport and insurance costs are involved.
