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Dalol - Semera Electric Railway Infrastructure Design

Project Proposal

Woldia University Metal and Engineering Corporation

Joint Project ProposalFebruary, 2015


Project Proposal




Project Proposal



Project SummaryProject Name : Railway Infrastructure Design

Project owner: Metal and Engineering Corporation

Subcontractor: Woldia University

Country: Ethiopia

Contact Person:

Name: Woldia University

Address: Woldia, North Wollo

Telephone: +251 335400683

Fax: +251 335400674

Email : [email protected]

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CONTENTSLIST OF FIGURES.......................................................................................................................................... v1. EXECUTIVE SUMMARY......................................................................................................................12. DESCRIPTION OF THE PROJECT ....................................................................................................... 13. BENEFIT OF THE PROJECT.................................................................................................................24. OBJECTIVES OF THE PROJECT..........................................................................................................25. PROJECT GOAL..................................................................................................................................... 36. PROJECT IMPLEMENTATION AREA ................................................................................................48. DESIGN TASKS...................................................................................................................................... 5

8.1. Project organization..........................................................................................................................58.1.1. Top management ...................................................................................................................... 6

8.1.4. Technical Teams ...................................................................................................................... 7

8.1.5. Other personnel ........................................................................................................................ 7

8.1.6. Facility Provision ..................................................................................................................... 7

8.1.7. Technical facilities ................................................................................................................... 7

8.1.8. Humanitarian Facilities ............................................................................................................ 8

8.2. Civil infra structure design:..............................................................................................................88.2.1. Topographic study and design.................................................................................................. 9

8.2.2. Site design .............................................................................................................................. 11

8.2.3. Geotechnical and geological investigations ........................................................................... 12

8.2.4. Railway civil works................................................................................................................ 13

8.2.5. Specifications ......................................................................................................................... 15

8.2.6. Material/Equipment Selection................................................................................................ 15

8.2.7. Concept Drawing.................................................................................................................... 15

8.3. Electrification System Design ........................................................................................................178.3.1. Preliminary Investigation ....................................................................................................... 17

8.3.2. Traction Power Supply System design................................................................................... 20

8.3.3. Design of power distribution system...................................................................................... 22

8.3.4. Design of traction power return system.................................................................................. 23

8.3.5. Equipment selection ............................................................................................................... 23

8.3.6. Cost Estimation ...................................................................................................................... 23

8.4. Design of signaling and communication system ............................................................................24

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8.4.1. Studying railway routes.......................................................................................................... 24

8.4.2. Technology selection.............................................................................................................. 24

8.4.3. Design of signaling and communications systems................................................................. 24

8.4.4. Preparation of state-of-the-art of bill of materials.................................................................. 25

9. TIME PLAN OF THE DESIGN PROJECT ..........................................................................................269.1. Civil Work......................................................................................................................................269.2. Electrification System Design ........................................................................................................269.3. Signaling and Communication System Design ..............................................................................27

10. BUDGET PLAN OF THE DESIGN PROJECT ................................................................................2810.1. Professional Fee .........................................................................................................................2810.2. Per diem......................................................................................................................................2910.3. Transportation Fee......................................................................................................................3010.4. Material Cost ..............................................................................................................................3110.5. Cost Summary ............................................................................................................................31

Appendix: Professional Profiles.....................................................................................................................32

vLIST OF FIGURES

Figure 1: Project location and probable route (in blue)....................................................................................4Figure 2 : Earth quake and volcano distribution in the project area................................................................. 5Figure 3: Project Management Hierarchy ....................................................................................................... 6Figure 4: Nominated railway line...................................................................................................................15Figure 5: Section of railway track (Wikipedia)..............................................................................................16Figure 6: The power supply layout ................................................................................................................19Figure 7: Cross-section of the pole of the contact line..................................................................................23

Dalol - Semera Electric Railway Infrastructure Design Project Proposal

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1. EXECUTIVE SUMMARY

The millennium development goal of Ethiopia needs the expansion of infrastructure as afacilitator means. This expansion itself needs considerable capital, knowledge, and technologyexpenditure.

The capital cost expenditure gets so maximized as we depend on foreign knowledge andtechnology. Nationally achieving the expertise over various technologies is our countrys future

plan. This allows independence over intellectual, material assets and saves foreign currency thathuge projects of such type incur.

The national defense force apart from protecting the sovereignty of the Ethiopian state and theEthiopian constitution it is participating in many technological projects that are of mega valued.This is manifested in participating in different manufacturing technologies and hugeinfrastructure development projects. One of the near future area of participation is in theelectrified railway infrastructure system design and realization works of the Dalol- Semera line.This project is of the first of its type in being to be designed and commissioned predominantlyby local engineers found from the linkage with universities.

The general agreement that is signed between Woldia University and Metal and EngineeringCorporation anticipated the start of joint participation in this railway infra structuredevelopment. Woldia University has given the responsibility of designing the infra structuresystem both Civil , electrical, and communication system development and the consultation ofthe project process. As a progress this Proposal is targeted only on the design process. Theproposal on the consultation process will be submitted on other phase after the compilation ofthe design works.

2. DESCRIPTION OF THE PROJECT

The project has 3 sub components which are civil work design of the track line, theelectrification system design and the signaling and communication system design.

The first part of the project work on which other subsequent projects depend is the detail designof the civil work with BOQ. This incorporates topography study, the design of the track line,


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station designs, bridge designs and related works with the up-to-date cost estimation. Thedesign approach of the project will be to meet the minimum design life.

These trains are powered by electric power which entails second part of the project which isdetail design of traction power supply and distribution system with BOM.

The communication system design is the 3rd component of the design. Trains carry large loadsresulting in higher traffic capacity since trains move on specific tracks which require to be fullyguided and there is no arrangement of steering, so there is a need to provide control on themovement of trains in the form of Railway signals which indicate to the drivers to stop or moveand also the speed at which they can pass a signal. Since the load carried by the trains and thespeed which the trains can attain are high, they need more braking distance before coming tothe stop from full speed. Without signal to be available on the route to constantly guide thedriver, accidents will occur.

3. BENEFIT OF THE PROJECT

The significance of railway transportation systems d e s i g n a n d d e v e l o p m e n t in ourcountry is paramount. The project as a whole has a number of economic, social, institutional andpolitical significances. Specifically the design and consultation project as a component of thewhole project has advantages of:

Technology and knowledge transfer and localization which pushes our country in thechain of global technology.

The emerging man power from universities will gain practical education from theproject.

Technological researches will emerge from the project. Institutionally it transforms both parties (METEC and WDU) to be centers of excellence

in technological advancement.

Creating job opportunities to professionals and laborers during site investigation and onthe design process.

4. OBJECTIVES OF THE PROJECT

The objectives of this project are to design:


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A new railway track infrastructure subsystem design which extends from Dallol toSemera. This includes:

- study the topography of the project area- select appropriate alignment- investigate the ground condition of the selected route- study the geological structures in the area- select appropriate, economical and safe station points.- study the properties of the subsoil layer in the route and stations- prepare the geometrical and structural design of the alignment- prepare site plan design of station place, route- prepare architectural and structural design of station buildings- BOQ of the civil works.

Rail electrification system for track line, including design o f :- traction power supply system- power distribution systemtraction power return system- equipment selection- BOQ of materials and equipments.

Signaling and communication system and preparation of state- of- the art bill ofmaterials for electric locomotive and wagon which include:

- survey railway routes for the system design- select the technology of signaling and communication systems- develop system design with its operation mechanism.- optimize the designs- prepare state- of -the art bill of materials

5. PROJECT GOAL

Complete infra-structure, electrification, signaling system design and accompanying material billfor the Dalol-Semera freight train infra structure development project.


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6. PROJECT IMPLEMENTATION AREA

The new railway project to be designed links Dallol to Semera. The project targets totally inAfar Region (Ethiopia). Dallol (absolute location 639,487m E and 1574320m N) isgeographically located in the North East of Afar region and Semera (absolute location of718,870m E and 130,4350m N) is located north East of Addis Ababa City.

Figure 1: Project location and probable route (in blue)

The region is very low-lying region, reaching a about 160m below sea level (Barberi et al.,1974). These and other geologic features like, vigorous tectonic activity, long-livedvolcanic lava lakes, well-developed faults scarps and extreme temperature which reachesabout 48 0 C qualify the Afar Depression as one of the most unique features on earth. Apartfrom this Dalol is one of the few places where abundant potash deposits are found at thesurface. The deposit is estimated to cover an area of 1150 km2 with an estimated accumulation ofabout 150 million ton.


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Figure 2 : Earth quake and volcano distribution in the project area

8. DESIGN TASKS

8.1. Project organizationThe project needs to have an organizational structure to bear responsibilities, and facilitate thefunction.


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Figure 3: Project Management Hierarchy8.1.1. Top management

The project is led by the top management which constitutes the responsible bodies in the twoparties. From Woldia University it is the research and community service vice president and FromMETEC it is.

The overall responsibility is to supervise the project progress and take necessary corrections andprovide necessary supports.

8.1.2. Project Coordinator

Is the highest responsible body of this project Creates inter team communications.

Submit the problems occurred to management bodies of the two institutions and seekappropriate solutions

submit project progress report to the management body of the two institutions

8.1.3. Team leader

manages the team


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8.1.3. Team leader

manages the team

TopManagement

ProjectCoordinator

Team leader


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8.1.3. Team leader

manages the team


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supervises the progress

arranges group discussions

present the demands to the higher body , project coordinator manage team resource

arrange necessary team facilities

submit regular and timely progress report to the Project Coordinator

8.1.4. Technical Teams

The technical team has design and development responsibilities for all engineering functionsrelated to the project objectives. Teams must be equipped with extensive designing tools. Teamleaders head each team of technical experts. The teams in this project are:

Civil work design team

Rail way electrification design team

Signaling and communication system design team and

8.1.5. Other personnel

Include external personnel that manages financial and facility matters.

8.1.6. Facility ProvisionTo meet the time schedule the project team must be equipped with the necessary facilities:

8.1.7. Technical facilities

High end Modeling and Analysis Software and CAD workstations.

High speed internet access.

Team centre engineering PDM (Product data management) software, using Unigraphics3D modeling Design software and Teamcentre 8.3, NX 7.5 versions. These softwareall used for modeling, clearance analysis , dimensional analysis, cable routing,piping harnessing design modification , system integration and load analysis.

licensed arc GIS

licensed Inroad or eagle point


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structural software

Hand Held GPS

Automatic Level

Total Station

Digital camera

Vehicles

Compass

Meter tape

Geological hammer

Stereo ploter

Bore hole drilling machine

licensed tera model and other related software

Printing Room facility

A0 Size photo copier and Scanner (Color) KIP 5000 A0 size color printer

A4 size printer and copier

8.1.8. Humanitarian Facilities

Transportation service

Accommodation

8.2. Civil infra structure design:

The civil work task includes:

Preliminary investigation- Proposed route selection- Reconnaissance survey

Detail survey

- Survey data collection- Final route selection


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- Determination of location and number of stations Detailed geotechnical and geological investigation

- Subsoil and sub-grade data collection- Secondary data collection- Geological map

Design of subsequent civil works- Architectural and structural design of stations- Geometrical and structural design of rail track

Cost estimation of the project Review and finalization of the project

- Detailing of architectural, structural and geometrical drawings- Documentation of the project

8.2.1. Topographic study and design

Understanding the natural environment such as the topography, geomorphology, geology andsoil is essential when examining the overall issues and impacts of a major any transportinfrastructure project on an area.

i. Route selectionThe decision to introduce a new railway line is influenced by any number of political, social oreconomic factors. The new railway line is required to carry freight, thereby alleviating trafficfrom already existing roads, or passengers to meet the growing demands of new populationcenters. The reasons for selecting a particular route alignment should be based on soundengineering principles, whilst ensuring that construction and future operational/maintenanceissues have been incorporated.

At first preliminary route corridor selection will be done based on internet available GIS data.Satellite image of the site will be purchased and feed to the GIS. Generally the routes will beselected based on the criteria listed below:

Geometric design criteria (both vertical and horizontal alignments, gradients of the areathe grade requirement is within the limit 1.7%)

Accessibility of the route


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Environmental factors (such as weather, population density etc.) Natural hazards (occurrence of earthquakes, volcanoes, Consideration of mandatory points such as cities and towns,

Location of Mining areas

Cost of the route

Safety of the route such as the existence of steep and gentle grades.

Proximity of materials and labor

Future urbanization and industrialization of townsThen once the best three or four routes are selected, detailed route selection will be done throughfeasibility study.

ii. Reconnaissance surveyBefore commencing the Finalization of the route selection and detailed field investigation work,site reconnaissance is carried out. It includes

Review of existing regional, site and sub surface information from existing geotechnicaland geological reports prepared for the site or nearby areas, topographic maps, site plans,geologic maps, air photos, construction plans, surveys and geological data.

Gathering information regarding ground water level near the project site and data onseismic aspects, such as ground motion, liquefaction potential, and site amplification.

Collection of data on the performance of existing engineered structures (comparablesystems such as cuts, slopes and excavations) in the area.

Visual inspection of site and collecting data regarding it accessibility, over head spacelimitation, identification of underground utilities, nature of above ground structures,traffic condition and control during investigation and construction.

Inspection for surface settlement, drainage and erosion patterns.

Inspection and visualization of the natural hazards such as volcanoes and the naturalschemes like lakes, rivers, forests that can be affected or can affect the construction ofthe new transportation system.

After a detail review of existing ground information and reconnaissance survey, the appropriatealignment (route) is selected. The most appropriate route to be selected is the one with minimumoverall cost.


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iii. Detail survey/investigationAfter the successful accomplishment of the preliminary survey and route selection, detailinvestigation and data collection along the selected alignment will be carried out. This is thestage where the required survey and areal data, subsoil properties, geological characteristics andother related datas of the project area are specified and identified for the design.

8.2.2. Site design

The site design to be carried out for the new railway line from Dalol to Semera contains thearchitectural and structural design of station.

i. Station DesignThe station shall enable a safe, reliable, cost-effective and customer oriented transport system.The stations of the new railway are designed to fulfill the requirements of the railway facilities.Transit way stations fulfill two primary functions: they provide access to the transit way andtransit information to customers. To fulfill these functions, the following should be carefullyconsidered in each station; facilities provided, facility sizing, components and transit wayinformation included, and materials used. Thus, the station design should ensure each station fitswith and enhances the neighborhood surrounding it in terms of both function and aesthetics.

ii. Station FacilitiesOne of the primary functions of transit way stations is the provision of facilities so that transitpatrons can access the transit way. All transit way stations should provide:

Facilities that support access for customers of all ages and abilities Facilities that support access for pedestrians and people using wheelchairs or bicycles,

including providing bicycle parking Station platform(s) Waiting shelters for all public transit routes serving the station Provision for shortterm pickup/dropoff of transit patrons by shuttle, taxi, etc.

Stations may also include facilities for additional functions. The factors to consider in decidingwhich additional facilities to provide at each station, if any, are existing and future passengerdemand, market needs; transit service plans (transit way and other transit services); capital,


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operating, and maintenance costs, available rightofway; and consistency with surroundingdevelopment plans and land use policies.Generally the Design and selection criteria for terminal and intermediate stations will be basedon;

a. Existing highway infrastructure impacts (capacity and accessibility)b. Platform requirementsc. Further expansion capabilities of the city in which the stations will be constructed (due

to mining) as well as the expansion capabilities of the station itself.d. Access to utilities (electric power, water, geographic nature, gas etc.)e. Population density of the areaf. Future Industrialization of the areag. The existing railway of the area

h. Cost of the stations

i. Environmental conditions (forest, natural hazards)j. Existing structures

8.2.3. Geotechnical and geological investigationsAs mentioned above, a detailed geotechnical investigation will be performed to identifysubsurface conditions, soil type, geological conditions, bearing capacity of the area which willdictate much of the design work of the roads, foundations, buildings, tunneling and stations.Typically, the geotechnical investigation involves a drill rig for major foundations such asbridges which bores to the engineers required depths (typically 10cm diameter drill to 7-10 m

deep) and an open pit excavation to identify the subsurface soil and rock types and strengthproperties by sampling and lab testing. A geotechnical investigation will generally be performedthroughout the path of the selected route. It also will be conducted at the terminal andintermediate stations etc.In addition, Geological investigations are conducted to know the geological structures, geohazards and other related factors which can threaten the project area. These include faults, folds,earth quake, volcanoes, etc.

i. Soil testa) Field tests


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Field tests will be done actually in the site. These tests include Standard penetration test, vanshear test and other related field tests which are going to be carried out to determine the bearingcapacity and CBR test of the soil in the site.

b) Laboratory testsThese tests are to be done in the Laboratory to know the characteristics of the soil in the site.The soil samples to be brought can be disturbed and undisturbed depending on the tests andoutcome required. So direct shear test, cone penetration test, CBR test and other related tests aregoing to be done for the sub grade and the under bed of the station sites.

8.2.4. Railway civil worksIn addition to those mentioned above, the civil works involved in the construction of a newrailway line also includes.

a) Earthwork and bridgesb) Structural and geometrical design of track componentsc) Estimation of project cost

a) Earthwork for FormationThe formation may be in an embankment or a cutting depending upon the rail level and generalcontour of the area. A formation in an embankment is normally preferred from the point of viewof good drainage. The height of the embankment also depends on the high flood level of the areaand a reasonable free board is provided above this level.

In the alignment there may be areas where there are both cuttings and embankments. So theearth from the cuttings should be used for the embankments up to an economical lead. Theeconomical lead of moving earth in the longitudinal direction is determined by the masshaulcurve.

b) BridgesBridges should be designed for the heaviest locomotive likely to pass the section. Dependingupon the topography of the country and the type of stream to be crossed, pipe culverts,reinforced cement (RCC) slab bridges, plate girders or pre stressed concrete (PRC) girder


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bridges or steel bridges, are designed. Bridges, being important structures, are normally madefor double-line tracks, even in single-line sections, with a view to plan for future expansion. Forthe construction of important bridges, separate tenders are called, with design and constructiondetails included in the tender documents. Minor bridges and culverts are normally included inthe earthwork zones mentioned above.

c) RailsThe new railway line should be equipped with the acceptable rails so as to access the feasible

transit. Rail shall be inclined at 1:40 to the vertical towards the track center line exceptat switch and crossing areas where the rail shall be vertical. All rails shall be continuouslywelded.Premium rail shall be used in all horizontal curves with radii less than 700m, including thetransition spirals at each end. These requirements shall also apply to siding tracks and crossovertracks in the mainline.

In the design, the rails need to be well spaced so that they can be able to withstand and safelytransfer the load from the train. The spacing is also determined from the aspects of the standardgauge measurements and code recommendations as of broad gauge, narrow gauge etc. Standardrail shall be used in all depot tracks.

d) Concrete Ties (Sleepers)Railway sleepers can be made up of wood, steel or concrete. A concrete sleeper is a railroad tiemade out of steel reinforced concrete. They are made of pre-stressed concrete containingreinforcing steel wires. These are ties used to hang the rail in position and to transfer the trainload safely to the ballast. Even though there are different ties, concrete ties are gainingacceptance for heavy haul mainline use, both track and turnouts, as well as for curvature greaterthan 2. An insulator clip is also placed between the contact point of the elastic fastener used tosecure the rail to the tie and the contact point on the base of the rail.

The concrete sleepers have to be placed on the well-designed ballast (in thickness and sideslope) in which this layer is needed to be lied on recommended sub ballast and sub grade.


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8.2.5. SpecificationsThe railway track infrastructure from Dallol to Semera is double track system throughout itslength. And the track system is required to be designed to overcome the maximum load from thetrain and mineral carrying wagons which has an expected weight of 25 ton per axle or 150 tonlocomotive with six axles in addition to the transportation load.The maximum grade requirement is within the limits of -1.7%to 1.7% so that the load transportand relevant speed can be acquired with lesser energy consumption. Also the designed speed of therailway infrastructure is 120Km/hr.with a track gauge of 1435mm.

8.2.6. Material/Equipment SelectionEquipment procurement will be undertaken using the project site specifications. Based on thedesign basis approach the Project will be designed and constructed to meet the minimum designlife.

8.2.7. Concept Drawing

Figure 4: Nominated railway line


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Figure 5: Section of railway track (Wikipedia)The thickness and the type of materials required for the track sections are determined based onthe maximum load that can impose on them e.g. load from the train.


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8.3. Electrification System Design

8.3.1. Preliminary InvestigationThe first part of the study is investigating the site, and the power supply proximity (main grid) tothe track way. The investigation wills enable to choose alternative supply system, type ofsubstations. The investigation also covers following parameters.

i. Mode of transmission (AC or DC)Across the world there are three main types of power supply systems:

Direct current system (600V, 750V, 1500V, 3000V), Single phase ac system ( 15kV-25kV, 16 2/3 Hz, 25kV-50kV industrial frequency) Three phase ac system (3000V-3500V, 16 2/3 Hz)

The choice of mode of transmission doesnt depend on whether to have AC or DC motors,nowadays either can work with an AC or DC supply. It is just needed to put the right sort ofcontrol system between the supply and the motor and it will work. However, the choice of AC orDC power transmission system along the line is important. Generally, its a question of what sortof railway is required to have.

The comparison between the two systems can be summarized simply as:

AC system is used for long distance and DC for short distance. This makes AC an idealmedium for electric railways power transmission.

It is easier to boost the voltage of AC than that of DC, so it is easier to send more powerover transmission lines with AC.

DC, on the other hand was the preferred option for shorter lines, urban systems andtramways. However it needed a heavier transmission medium, a third rail or a thick wire, tocarry the power and it lost a fair amount of voltage as the distance between supplyconnections increased.

For minimizing power loss it needs placing substations at close intervals, nowadays two orthree on a 750 volt system which is very close and uneconomical compared with aminimum of 20 kilometers for a 25 kV AC line.


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Due to the above reason the plan in this design is to use AC transmission system. Theseadvantages and other advantages and also the hindrances that will come from the environmentalconditions of the area will be analyzed and solutions will be proposed in the preliminary study.Among AC systems the 25kV, 50Hz system is widely used nowadays because of the followingadvantages:

Light overhead centenary

Less number of substations

Flexibility in the location of substations

Simplicity of substation design

Lower cost of fixed installations

Higher coefficient of adhesion

Higher starting efficiency

i. Supply layoutElectric power is supplied to moving trains with a (nearly) continuous conductor running along thetrack that usually takes either overhead (catenary) which is suspended from poles or towers alongthe track or from structure or tunnel ceilings or a third rail which is mounted at track level andcontacted by a sliding "pickup shoe". Both overhead wire and third-rail systems usually use therunning rails as the return conductor but some systems use a separate fourth rail for this purpose.

Due to the selection of AC system for the transmission third rail system is not applicable due tohigher skin effect voltage drops. The proposal is to use overhead catenary system. In catenarysystem there are two wires: contact wire and messenger wire. The contact wire suppliespower to the train through pantograph whereas the messenger wire serves two purposes. Firstly,

it supports the contact wire vertically between structures by use of hangers. Secondly, itprovides more electrical conductivity.


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Figure 6: The power supply layout

Types of Catenary systemA catenary system as utilized for traction power distribution on electric railroads is defined as amessenger wire with a contact wire with a contact wire suspended beneath it on hangers, mountedon fixed or hinged supports, sometimes with one or more auxiliary wires.

a. Single Contact Wire Applied where maximum train weight and speed are very low. Consists of a contact wire only.

b. Simple Catenary Used for speeds upto 160 km/h where two wires are ample for the required current capacity.

Consists of a messenger wire with a contact wire suspended beneath it on hangers

c. Stitched Catenary

Used for speeds up to 300km/h with single pantograph where two wire are ample for therequired current capacity

Is similar to simple catenary but with a stitch or bridle included between the two main wires inthe area of the supports


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d. Compound Catenary Used for all speeds where the current capacity requires inclusion of a third wire and for

medium and high speeds where progressively larger numbers of pantographs are operated on asingle train.

Consists of a main messenger with an auxiliary wire suspended beneath it on hangers, which inturn has a contact wire suspended on clamps or hangers beneath it.

e. Double Compound Catenary Sometimes used for multiple pantograph operation on high speed lines

Consists of compound catenary with a second intermediate auxiliary wire

8.3.2. Traction Power Supply System design

This stage includes the following tasks:

i) Supply system identificationFor economic reasons, the power should directly be received from the power utility high voltagesubstation or transmission lines located in close proximity to the rail corridors which will bedetermined through site visit. Here the transmission lines or substation and voltage level willdeliver power to traction substation located along the railway. The surrounding area hasinterconnected system voltage levels 230 kV and 132kV.

Connections to the grid high voltage system are required to ensure optimal supply reliability tolimit:

voltage flicker,

phase unbalance, and


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voltage flicker,



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voltage flicker,



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harmonic distortion that may result from the addition of the highly fluctuating, singlephase, and non-sinusoidal traction loads.

ii) Traction substation Design:

The traction power substations will receive electrical power from the local utility (national grid)at high voltage. Substation spacing in electrification system depend on:

train power demand in this case 2 trains X 6400kW X 1hour= 12,800 kWh ,

train operating headways,

system design and real estate availability.

During substation design, the task of substation layout design, substation equipment selection,location as well as configuration will be done.

The traction power substation equipment selection includes the following major item ofequipment:

Power transformers:

transformer size will be selected according to the maximum expected load and possibility offuture expansions. And then the transformers may be selected from the commerciallyavailable standard power transformer ratings to supply the present and future loads.

Switchgear equipment

- Ratings of circuit breakers- Ratings of switch disconnecters (load break switches)- Rating of isolators (Disconnecters)

Measurement instruments

- Characteristics of voltage transformers- Characteristics of current transformers

Substation control building- Enclosure housing protective device,- programmable logic controllers- supervisory control and data acquisition systems,


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- other parts such as instrumentation, indication, annunciation, lighting, temperaturecontrol system, and substation battery

Bus bars and bus connections

Power cables, control cables, and low voltage auxiliary power wiring

Insulation and grounding systems, raceways, conduits, duct banks, and othermiscellaneous equipment

Substation ground mat

Due to the large electrical clearances required, high voltage equipment of traction powersubstations is typically installed outdoors. Each item of equipment is delivered to the siteseparately and installed on prepared foundation or footings.

iii) Substation location

The following considerations are taken into account in determining the location off tractionsubstations.

Availability of incoming HVAC supply

Site access: all weather heavy vehicles access for construction and future maintenancerequirements

Space availability and site topography

Location from track and orientation to track

Security consideration

Susceptance of site to adverse weather conditions

Site specific environmental requirements considerations

8.3.3. Design of power distribution systemThe traction power supply system delivers power to the distribution system. The trains collecttheir propulsion power from the distribution system by means of pantographs or third railcurrent collector shoes, and return the power to the substations via their wheels by the tractionpower return system.


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Figure 7: Cross-section of the pole of the contact line

8.3.4. Design of traction power return systemTraction power substation supplies power for overhead contact power distribution system andthen the train receive power from overhead contact through pantograph which is installed on theroof. Then the current should be return to the substation by means of some mechanism. Thus, inthis project the running rails will be used as return system.

8.3.5. Equipment selection

After finalizing the design of the rail electrification system, the equipment which are used fortraction power substation, power distribution system and return system will be selected based oncertain criteria such as, reliability, cost effectiveness, rating and environmental friendliness.

8.3.6. Cost Estimation

The last but not the least task will be estimating the overall cost of the project forthe implementation if the design is approved by the concerned body.


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8.4. Design of signaling and communication system8.4.1. Studying railway routes

This is the stage at which we gather the necessary information for our technology selection andan efficient and reliable design of signaling and communication system. In order to implementthe general objectives of this project we have to follow in a set of procedures. The first andforemost is studying the railway routes, which will enable us to know:

1. The number of trains that can travel in one line:

Since the main objectives of railways signaling communications systems is to increases thecapacity of the train line by reducing collision disaster, so to select the systems technologyknowing the number of trains that can travel in one line is mandatory and accordingly the systemwill be selected to be cost effective and efficient for that number of trains.

2. The environmental conditions:

Signaling and communication systems are dependent on the environments that they can bedeployed. As a result studying the environment for which the system will be deployed will helpsus to select the technology(system) that is suitable for that environment in chronological with thenumber of train in one line.

8.4.2. Technology selectionAs explained in the above sections signaling and communications systems are a key foroptimization of the usage of train line. Even though they are important for increasing the

capacity of the train line, they have to be cost effective and efficient for the desired railwayroutes and number of trains. And hence the project aims to select one or more of the signalingand communications systems (Technologies) that are suitable for the site.

8.4.3. Design of signaling and communications systemsRailway signaling and communication is a system used to safely direct railway traffic in order toprevent trains from colliding. Trains move on fixed rails so they are uniquely susceptible tocollision; the weight of trains and momentum makes it difficult to stop before reaching theimpending obstacle.


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After gathering the informations regarding to the number of trains, number of routes,

environment factors, and selecting the technology we will design a system which will be costeffective, efficient, reliable and suitable for the site of Dalol -Samara-Djibouti.

8.4.4. Preparation of state-of-the-art of bill of materialsAfter designing the signaling and communication systems and make a review by expertise, thenext step will be writing the state of the art of bill of materials. And since we will designdepending on the availabilities of materials and cost-effectiveness of the material we will use,this part will be also taken in to account during design.


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9. TIME PLAN OF THE DESIGN PROJECT

9.1. Civil Work

9.2. Electrification System Design


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9.3. Signaling and Communication System Design


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10. BUDGET PLAN OF THE DESIGN PROJECT

Locally designing the system not only localizes the knowledge and technology but also save hugeforeign currency expenditure for design and consultancy Tasks. Here the tables below show thesummarized design cost:

10.1. Professional Fee

Civil Work Design

S/N

o

Description

Sub description Details Qty Per month(Birr)Nomonths

Total

1Topographi

c study

Route selection

andReconnaissance

survey

Office analysis andSite visit of selectedlocations

8 20,000 3480,000.00

Data collection

Surveyor10 13,000 6

780,000.00

Staff man20 10,000 6

1,200,000.00

Data processing GIS1 20,000 2.5

50,000.00

Geological study Geological map,

5 20,000 6600,000.00

Geo hazard and geostructures analysis

2 Site design

Station design Architectural design2 20,000 4.5

180,000.00

Structural design10 20,000 3.5

700,000.00

3Rail way

civil works

Geometrical alignment6 20,000 4

480,000.00

Structural Cross section & bridgedesign

10 20,000 4.5 900,000.00

Drainage Station drainage andMRF

5 20,000 4400,000.00


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10.2. Per diem

Civil Work Per Diem and Lab Test Fee

No Description Place Qty Perdiem

No ofdays

Total

1 Secondary data collection Addis Ababa 3 500 20 30000.00

2 Station soil sample (Skilled andLabour)

Project area 10 500 30 150000.0015 500 30 225000.00

3 Subgrade soil sample (Skilled andLabour)

Project area 14 500 55 385000.0010 600 55 330000.00

4 Soil test (test and technicians) Bahirdar 35 5000 - 175000.005 Bore hole drilling (in no. of bores) Project area 4 15000 - 60000.00Electrification System Design

6 Field Visits Project area & Addis 7 500 100 350,000.00

Cost estimation Project cost (stationcost, track cost, bridgecost and others)

4 20,000 3240,000.00

Electrification System Design

4

Electrification

system Design

carry out the system electrical,

designstraction substation design

7 20,000.00 14 1,960,000.00

Communication and Signaling System Design

5Communication andSignaling SystemDesign

carry out the system

communication designs and Billof material formulation

7 20,000.00 12 1,680,000.00

Coordinator Fees

6 Project coordinator fee Coordinate The project Process 1 7500 16 120,000.007 Team leader fee Leads each team 3 5,000 16 240,000.00

Sub Total 9,650,000.00


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Ababa


7 Field visits Project area & AddisAbaba

5 500 70 175,000.00

Sub Total 1,880,000.00

10.3. Transportation Fee

Civil Work Design

No. Description Liter Per

Km

Cost PerL(Birr/Lit)

ExpectedTotal Km

Total Cost(Birr)

1 Fuel for field 0.15 20 76800 230,400

2 Fuel for secondary dataand to labs

0.15 20 4000 12,000

Electrification System Design

3 Fuel for field 0.15 20 50800 152,400


4 Fuel for field 0.15 20 46800 140,400

Sub Total 535,200


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10.4. Material Cost

No Item Unit Qty Unit price (birr) Total (birr)

1 Paper (A4 and A3) Pack 100 100.00 10,000.002 Paper (light A0) Rim 57 2500.00 142,500.003 Printer ink (4 colours) No 40 6500.00 260,000.004 Design Manuals No 15 11000.00 165,000.00

5 Pen, pencil Pack of 50 3 200.00 600.00

6 Stapler (20mm) No 4 400.00 1,600.007 Stapler No 5 80.00 400.00

8 stapler pen Pack 15 20.00 300.00

9 Note book Dozen 3 500.00 1,500.00

10 Flush disk (32 GB) No 25 450.00 11,250.0011 Software No 20 15000.00 300,000.00

Sub Total 893,150.00

10.5. Cost Summary

No Budget Type Amount1. Professional fee 9,650,000.00

2. Per diem 1,880,000.00

3. Transportation 535,200.00

4. Material Cost 893,150.00

Total 12,958,350.00

Administrative Costs (10%) 1,295,835.00University Service Cost (10%) 1,295,835.00Total 15,550,020.00

Contingency (10%) 1,555,002.00Grand Total 17,105,022.00


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Appendix: Professional ProfilesNo Name Qualification Remark

1. Civil Work Design

1 Aregawi Tekle B.Sc. in Civil Engineering Team Leader2 Girma Moges B.Sc. in Civil Engineering (Geotechnical)3 Mulugeta Fentaw B.Sc. in surveying Technology4 Leulseged Birrara B.Sc. in Civil Engineering (Architecture)5 Haileleul Temesgen B.Sc. in Civil Engineering6 Abreha G/ zher B.Sc. in Civil Engineering7 Aniley Mitikie B.Sc. in Civil Engineering8 Birhanu Teshome B.Sc. in Civil Engineering9 Abebaw Meseret B.Sc. in Civil Engineering10 Birhanemeskel Taye B.Sc. in Civil Engineering11 Gebremikael Haile B.Sc. in Civil Engineering12 Gedey Tsegaye B.Sc. in Civil Engineering13 Tsegaye Gashaw B.Sc. in Civil Engineering14 Bisrat Assefa B.Sc. in Civil Engineering15 Lemlemu Abebe B.Sc. in Civil Engineering16 Aklilu Ayalew B.Sc. in Civil Engineering17 Seid Ahmed B.Sc. in Civil Engineering18 Millashu Sisay B.Sc. in Construction Technology and management19 Shambel Addisie B.Sc. in Construction Technology and management20 Ayene Assefa B.Sc. in Construction Technology and management21 Yitbarek Firew B.Sc. in Architecture22 Gizachew Zelalem B.Sc. in Construction Technology and management23 Kahsu G/meskel B.Sc. in Construction Technology and management24 Shewit Kassaye B.Sc. in Construction Technology and management25 Zewdu Maru M.Sc. in Hydraulics


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26 Asrat Hibu B.Sc. in Water Resource and EnvironmentalEngineering

27 Mihreteab Aregawi B.Sc. in Water Resource and Irrigation Engineering28 Melese Baye B.Sc. in Water Resource and Irrigation Engineering29 Mitiku Kiros B.Sc. in Geology30 Belay Anberber B.Sc. in Geology31 Wolday G/ Hiwot B.Sc. in Geology

2. Electrification System Design1. Birhanu Nega M.Sc. in Electrical Power Engineering Team Leader

2. Mintesenot Kassa M.Sc. in Electrical Power Engineering

3. Ahadu Hillawie M.Sc. in Electrical Power Engineering Project Coordinator4. Kelemwork Aregawi MTech (Micro electronics)5. Dagemawi Demerew M.Sc. in Control engineering

3. Communication System Design1. Medhanye Melese MTech (Micro electronics) Team Leader2. Kibrom Berihu B.Sc. in electrical Engineering (Communication

engineering)3. Tesfaye Hailu B.Sc. in electrical Engineering (Communication

engineering)4. Abera Gesese B.Sc. in electrical Engineering (Communication

engineering)5. Ali Yemam M.Sc. in computer engineering

initial draft less loco

Documents

project summaryproject

project goal

project organization

project implementation

woldia universityaddress

woldia universitycountry

design tasks

technical facilities