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PT Wijaya Karya (Persero), Tbk.

JAKARTA LRT PROJECT CORRIDOR 1 (PHASE 1):


KELAPA GADINGVELODROME PACKAGE P102

MAIN WORKS

WAYSIDE EQUIPMENTS DESIGN SPECIFICATION

Doc. No. WIKA-P102-ALL-320-TSP-0005

2017
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

VALIDATION SHEET
WAYSIDE EQUIPMENTS DESIGN SPECIFICATION
Doc. No. WIKA-P102-ALL-320-TSP-005

PROJECT NAME : CONSTRUCTION OF LRT CORRIDOR 1 (PHASE1):


KELAPA GADING VELODROME
PACKAGE NO.102: MAIN WORKS (P102)
DATE : 31 JULY 2017
CONTRACTOR : PT WIJAYA KARYA (PERSERO),Tbk.
This document is issued to those who commissioned and for a specific purpose related to
the above projects alone. This document should not be relied upon by any other party or used for
other purposes.
We are not responsible for the consequences of this document serve as a reference by
the other party, or used for other purposes, or contain errors or omissions caused by errors or
omissions in the data provided to us by other parties.
This document contains confidential information and intellectual property. This document may not
be disclosed to other parties without consent from us and from the party which commissioned it.

PT WIJAYA KARYA (PERSERO),


TBK.

Acknowledge Validation by: Approved by: Checked by: Checked by: Prepared by:
by:
KRNA DAEATI

Name Name Name Name


Name Name
Jos Raja Iden Ho SJ.Hong
Zulkifli Y. SungGyu Park
Koekemoer Sockalingam
Position Position Position
Position Position Position
Senior Design System design General
Design Project Project
Manager & construction
Manager Manager Director Manager
manager
Date: Date: Date: Date: Date: Date:

Revision History

Approved
Rev Date Reason of Issue Author Checked
WIKA Minco
A 7/31/2017 1st. Issue A Selva

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

TABLE OF CONTENT
VALIDATION SHEET I
TABLE OF CONTENT II
LIST OF TABLES IV
LIST OF FIGURES IV
1.SIGNAL 1
1.1 Introduction.............................................................................................. 1
1.2 Configuration and Quantity of Signals...................................................... 2
1.2.1 Velodrome ..................................................................................... 2
1.2.2 Pucan Kuda ................................................................................... 2
1.2.3 Pulomas ........................................................................................ 2
1.2.4 Kelapa Gading Boulevard .............................................................. 2
1.2.5 Kelapa Gading Mall ....................................................................... 2
1.2.6 Depot Station................................................................................. 3
1.2.7 Depot ............................................................................................ 3
1.2.8 Workshop ...................................................................................... 3
1.3 Two aspect LED signal (200mm) ............................................................. 4
1.4 Three aspect LED signal (200mm) .......................................................... 4
1.5 Technical data for 3 Aspect signal ........................................................... 5
1.6 Speed Indicator 1 Aspect White............................................................... 7
1.7 Shunt Signal ............................................................................................ 8
1.8 Route Indicator ...................................................................................... 10
2.POINT MACHINE 12
2.1 Introduction............................................................................................ 12
2.2 General Technical Data ......................................................................... 13
2.3 Technical Data of Point Motor................................................................ 13
2.4 Configuration and quantity of points....................................................... 14
2.4.1 Velodrome ................................................................................... 14
2.4.2 Kelapa Gading Mall ..................................................................... 14
2.4.3 Depot Station............................................................................... 14
2.4.4 Workshop .................................................................................... 14
2.4.5 Depot .......................................................................................... 15
2.5 Configuration and quantity of Derailers .................................................. 15
2.5.1 Depot .......................................................................................... 15
2.6 Definition of the direction of point machine ............................................ 16
2.7 Mechanical design ................................................................................. 17
2.7.1 Mechanical system design........................................................... 17

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

2.7.2 Design of the Setting and Locking unit ........................................ 17


2.7.3 Rod guidance .............................................................................. 19
2.7.4 Lock Warp Detection ................................................................... 19
2.8 Design controller unit ............................................................................. 21
2.9 Design electric motor and drive shaft ..................................................... 21
2.10 Design connecting parts ........................................................................ 22
2.10.1 Connecting parts drive rod........................................................ 23
2.10.2 Integrated pressure heads ........................................................... 24
2.10.3 Connecting parts detector rod................................................... 24
3.DERAILER 25
4.WORKING PRINCIPLE 27
4.1 Basic Principle ....................................................................................... 27
4.2 Integrated Prism Lock Device ................................................................ 27
4.3 Point position monitoring ....................................................................... 29
4.4 Mode of operation.................................................................................. 30
4.4.1 Locking principle point machine / trailable locking device ......... 30
4.5 Detector Bars and tongue monitoring .................................................... 33
4.5.1 Locking the detector bar .............................................................. 33
4.5.2 Unlocking of the detector bar ....................................................... 34
4.5.3 Trailing operation ......................................................................... 34
4.5.4 Trailing principle .......................................................................... 34
4.6 Manual operation ................................................................................... 36
4.7 Derailer function .................................................................................... 37
5.ELECTRICAL INTERFACE 39
5.1 Electrical parts of the setting and locking unit ........................................ 39
5.2 Switches ................................................................................................ 40
5.3 Electrical parts of the control unit ........................................................... 40

Attachment
Appendix A
Appendix B

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

LIST OF TABLES
Table 1 Signal Quantitiy of Velodrome station .........................................................2
Table 2 Signal Quantitiy of Pucan Kuda station .......................................................2
Table 3 Signal Quantitiy of Pulomas station .............................................................2
Table 4 Signal Quantitiy of Kelapa Gading Boulevard station ..................................2
Table 5 Signal Quantitiy of Kelapa Gading Mall station ............................................2
Table 6 Signal Quantitiy of Depot Station ................................................................3
Table 7 Signal Quantitiy of Depot ............................................................................3
Table 8 Signal Quantitiy of Workshop ......................................................................3
Table 9 Technical data of 3 Aspect signal ................................................................6
Table 10 Technical data of 1 Aspect white ...............................................................7
Table 11 Technical data of Shunt Signal..................................................................8
Table 12 Technical data of Shunt Signal................................................................11
Table 13 General Technical Data of Point Machine ...............................................13
Table 14 Technical Data of Point Motor .................................................................13
Table 15 Point Quantity of Velodrome Station ........................................................14
Table 16 Point Quantity of Kelapa Gading Mall Station ...........................................14
Table 17 Point Quantity of Depot Station ................................................................14
Table 18 Point Quantity of Workshop .....................................................................14
Table 19 Point Quantity of Depot ............................................................................15
Table 20 Derailer Quantity of Depot ........................................................................15
Table 21 Parts Description of Controller Unit ..........................................................21
Table 22 Parts Description of Electric motor and Drive shaft ..................................22
Table 23 Parts Description of Connecting Parts drive rod ....................................23
Table 24 Parts Description of Integrated pressure head .........................................24
Table 25 Parts Description of Connecting Parts detector rod ...............................24
Table 26 Parts Description of Locking and Detection Unit.......................................27
Table 27 Parts Description of Locking Device .........................................................29
Table 28 Parts Description of Detection Device ......................................................30
Table 29 Parts Description of Trailable locking device ............................................31
Table 30 Parts Description of Detector Bar and Rod (1) .........................................33
Table 31 Parts Description of Detector Bar and Rod (2) .........................................33
Table 32 Parts Description of Stop block (1) ...........................................................38
Table 33 Parts Description of Stop block (2) ...........................................................38
Table 34 Parts Description of Setting and Locking unit ...........................................39
Table 35 Parts Description of Switch ......................................................................40

LIST OF FIGURES

Figure 1 2 Aspect LED signal with surge protection ................................................. 4


Figure 2 3 Aspect main line LED signal ................................................................... 5
Figure 3 3 Aspect LED signal with surge protection ................................................. 5
Figure 4 Shunt signal with surge protection ............................................................. 9
Figure 5 Shunt signal ............................................................................................... 9
Figure 6 Matrix Route Indicator (Perspective View) ............................................... 10
Figure 7 Route Indicator viewed at 60m................................................................. 10
Figure 8 UNISTAR HR EM- SYSSTEM OVERVIEW ............................................. 12
Figure 9 Decleration of direction left route........................................................... 16

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

Figure 10 Decleration of direction right route ...................................................... 16


Figure 11 Setting and Locking Unit - Overview ...................................................... 17
Figure 12 Setting and Locking Unit View 1 without lid ......................................... 18
Figure 13 Setting and Locking Unit View 2 without lid ......................................... 18
Figure 14 Rod guidance ........................................................................................ 19
Figure 15 Lock Warp Detection.............................................................................. 20
Figure 16 Controller unit ........................................................................................ 21
Figure 17 Design electric motor and drive shaft ..................................................... 22
Figure 18 Connecting parts for drive rod and detector rod - overview .................... 23
Figure 19 Connecting parts drive rod .................................................................. 23
Figure 20 Integrated pressure head sectional view ............................................. 24
Figure 21 Connecting parts detector rod ............................................................. 24
Figure 22 Stop block on rail - overview .................................................................. 25
Figure 23 Derailer installed - stop block hinged on the rail ..................................... 25
Figure 24 Derailer installed - stop block hinged off the rail ..................................... 26
Figure 25 Locking- and detection unit - trailable ..................................................... 27
Figure 26 Locking device / trailable sectional view .............................................. 28
Figure 27 Detection system overview ................................................................. 30
Figure 28 Lock in end position ............................................................................... 30
Figure 29 Unlocking prism ..................................................................................... 31
Figure 30 Locking device in transistion .................................................................. 31
Figure 31 Points are moved (1).............................................................................. 31
Figure 32 Points are moved (2).............................................................................. 31
Figure 33 Left hand end position reached .............................................................. 32
Figure 34 Switch in correspondance ...................................................................... 32
Figure 35 Position / 11 mm till complete overlapping ............................................. 33
Figure 36 Bar controller and detector bar in end position ....................................... 33
Figure 37 Trailing process Locking device in end position .................................. 34
Figure 38 Trailing process Locking device in operation 1 .................................... 34
Figure 39 Trailing process Locking device in operation 2 .................................... 35
Figure 40 Trailing process Locking device in operation 3 .................................... 35
Figure 41 Trailing process Locking device in operation 4 .................................... 35
Figure 42 Trailing process Locking device trailed................................................ 35
Figure 43 Manual operation ................................................................................... 36
Figure 44 Derailing process - 1 .............................................................................. 37
Figure 45 Derailing process - 2 .............................................................................. 37
Figure 46 Derailing process - 3 .............................................................................. 37
Figure 47 Derailing process - 4 .............................................................................. 38
Figure 48 Stop block position on rail ................................................................... 38
Figure 49 Stop block hinged position .................................................................. 38
Figure 50 Electrical parts of the setting and locking unit ........................................ 39
Figure 51 End position contacts detailed view .................................................... 40
Figure 52 Electrical parts of the control unit ........................................................... 40

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1. SIGNAL

1.1 Introduction
Aldridge Railway signal infrastructure is the suppliers and manufacturers of railway
signals to Jakarta LRT project. Three aspect (Red, Yellow and Green) LED signals are
proposed for this project. Two aspect LED signals with red and yellow aspects shall be
used in Depot area and work shop area. Rail level miniature signals or dwarf signals shall
be used in depot area.

The height of signal aspect will be kept at drivers eye level for better visibility. Signals at
Depot area and work shop shall be kept at rail level to prevent infringent due to site
constraints. Dwarf signals are justified since visibility requirement of such signals are less
due to restricted operation of trains in this area. The signals which controls the train
movement at stabling lines shall be capable of displaying flashing Yellow aspects.
Flashing Yellow aspect shall be displayed to receive a second train on stabling line.

The normal working voltage of main line LED signal: 110V ac


The working current of main line LED signal: 120mA
Power consumtion of main line LED signal: 16 watts
Normal working voltage of LED shunt signal: 110V ac

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.2 Configuration and Quantity of Signals

Note. Signal Configuration and Quantity will be changed by update of signalling plan

1.2.1 Velodrome
Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1501 - - - YES
S1502 - YES - -
S1504 - YES - -
Total 0 2 - 1

Table 1 Signal Quantitiy of Velodrome station

1.2.2 Pucan Kuda


Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1401 - YES - -
S1402 - YES - -
S1403 - YES - -
S1404 - YES - -
Total - 4 - -

Table 2 Signal Quantitiy of Pucan Kuda station

1.2.3 Pulomas
Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1301 - YES - -
S1302 - YES - -
S1303 - YES - -
S1304 - YES - -
Total - 4 - -

Table 3 Signal Quantitiy of Pulomas station

1.2.4 Kelapa Gading Boulevard


Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1201 - YES - -
S1202 - YES - -
S1203 - YES - -
S1204 YES - -
Total - 4 - -

Table 4 Signal Quantitiy of Kelapa Gading Boulevard station

1.2.5 Kelapa Gading Mall


Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1101 - - - YES
S1102 - YES - -
S1103 - - - YES
S1104 - - - YES
S1105 - - - YES
S1106 - YES - -
S1107 - YES - -
S1108 - YES -
S1110 - - - YES
Total 0 4 0 5

Table 5 Signal Quantitiy of Kelapa Gading Mall station

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.2.6 Depot Station


Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S1601 - - - YES
S1602 - YES - -
S1604 - YES - -
Total 0 2 0 1

Table 6 Signal Quantitiy of Depot Station

1.2.7 Depot

*Rail level signals

Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)


S9001* - - YES -
S9002*(Shunt) YES - - -
S9003* - - YES -
S9004*(Shunt) YES - - -
S9005* - - YES -
S9006*(Shunt) YES - -
S9007 - - - YES
S9008*(Shunt) YES - - -
S9009* - - YES -
S9010*(Shunt) YES - - -
S9011 - - YES -
S9012*(Shunt) YES - - -
S9013* - - YES -
S9014*(Shunt) YES - - -
S9015 - - YES -
S9016*(Shunt) YES - - -
S9017 - - YES -
S9018*(Shunt) YES - - -
S9019 - YES - -
S9020*(Shunt) YES - - -
S9021 - - YES -
S9022*(Shunt) YES - - -
S9024*(Shunt) YES - - -
S9026* - - YES -
S9028* - - YES -
S9030 - - - YES
S9032* (Shunt) YES - - -
S9034 - - YES -
S9036 - - YES -
S9038 - YES - -
S9040 YES - - -
S9042*(Shunt) YES - - -
S9044*(Shunt) YES - - -
Total 16 2 13 2

Table 7 Signal Quantitiy of Depot

1.2.8 Workshop
Signal Number 2 Aspect 3 Aspect 2 Aspect (RI) 3 Aspect (RI)
S9023 YES - - -
Total 1 - - -

Table 8 Signal Quantitiy of Workshop

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.3 Two aspect LED signal (200mm)


Two aspect LED signals shall be used in depot and work shop area and also at loop lines.
The most restrictive aspect is Red. Yellow aspect will be displayed when the signal is
taken off. The dia of each aspect is 200mm. Aldridge product number for 2 Aspect signal
is RL612YRLM. Refer Annexure A for drawing and other specifications.

Figure 1 2 Aspect LED signal with surge protection

1.4 Three aspect LED signal (200mm)


Three aspect LED signals will be used in main line area. The most restrictive aspect is
Red. Yellow and Green aspects will be displayed depends on the clearance of the section
ahead. Aldridge product number of 3 Aspect signal is RL613LM. The dia of each aspect
is 200mm. Refer Annexure A for drawing and other specifications.

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

Figure 2 3 Aspect main line LED signal

Figure 3 3 Aspect LED signal with surge protection

1.5 Technical data for 3 Aspect signal


The technical data is as follows:

Classification Specification
Enclosure Aluminium 3mm power coated matte black
Lens Polycarbonate outer lens
Accessiblity Rear access to terminal block and lamp modules
Lightning surge protection 3 stage GDT MOV TVS
Ingress protection IP65 (dust, water)
Operating temperature -25 to +70 C
Input voltage 120V ac (90 to 264V ac)
Capacitive coupling Exceeds 2km via twisted pair
Sighting distance More than 600m @ 50% intensity (day light)
More than 33% maximum at 10 off axis
Viewing angle (beam width)
More than 10% maximum at 20 off axis
Power consumption (day) 16 Watts (135V ac, 120mA)
Power consumption (night) 12 Watts (115V ac, 100mA) 25% intensity
Weight 15kg
Height 858mm (950 with target board)
Width 300mm (600 with target board)
Depth 212mm (542 with visor)
Guarenteed OFF voltage 60V ac

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

Shock and vibration tolerance EN60721-3-4 4M6 (Acc 1.0G 10 Hz to 150 Hz)
Temperature/ humidity cyclic AS1099.2Z/AD-1980
Relative humidity maximum 95%
EMC EMI EN50121-4
Fault output More tan 30% LED failure Lamp good contact opens
Lamp proving More tan 50% LED failure lamp reverts to standby 30mA ac
Wiring 2 core double insulated 0.75mm
Dielectric breakdown voltage 3kv ac 1 minute 50 Hz
Insulation resistance to ground More than 10 M ohms @ 500V dc
Colour Red 630 nM
Colour Yellow 591 nM
Colour Green 505 nM

Table 9 Technical data of 3 Aspect signal

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.6 Speed Indicator 1 Aspect White


It has single aspect white in colour. The Aldridge product number is RL620LM-34.

Refer Annexure A for drawing and other specifications

The technical data is as follows:

Classification Specification
Indication Theatre Indicator 1 aspect 3, 4
Colour White
Enclosure Aluminium 3mm power coated matte black
Lens Polycarbonate outer lens
Accessibility Rear access to terminal block and lamp modules
Lightning surge protection 3 stage GDT MOV TVS
Ingress protection IP65 (dust, water)
Operating temperature -25 to +70 C
Input voltage 120V ac (90 to 264V ac)
Capacitive coupling Exceeds 2km via twisted pair
Visibility More than 350m
Power consumption 15 Watts (120V ac, 125mA)
Weight 10kg
Height 525mm
Width 375mm
Depth 300mm
Guaranteed OFF voltage 60V ac
Shock & vibration tolerance EN60721-3-4 4M6
Temperature/Humidity cyclic As 1099.2Z/AD-1980
Relative humidity maximum 95%
EMC EMI EN50121-4
Fault output More tan 30% LED failure Lamp Good contact opens
Lamp proving More than 50% LED failure lamp reverts to standby 30 mA AC
Vibration IEC 60068-2-6 :1996
Wiring 2 core double insulated 0.75mm
Dielectric breakdown voltage 3kv ac 1 minute 50 Hz
Insulation resistance to ground More than 10 M ohms @ 500V dc
Indication 3, 4 character height 450mm width 300mm
Visibility (Speed Indicator) More than 350 meters

Table 10 Technical data of 1 Aspect white

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.7 Shunt Signal


Shunt signals are used for shunting purpose. When they are positioned below a main
signal it will not display any ON aspect. When a shunt signal is taken OFF, it will show
two diagonal lights. The Aldridge product number for shunt signal is RL663LM. Refer
Annexure A for drawing and other specifications.

The technical data is as follows:

Classification Specification
Indication Standalone Shunt Signal 3 aspect 80mm
Colour Red, White, White.
Enclosure Aluminium 3mm powder coated matte black
Lens Polycarbonate outer lens
Input voltage 120Vac [90 to 264Vac]
Power consumption [day] 7 Watts [135Vac, 55mA] per lamp
Power consumption [night] 4 Watts [115Vac, 35mA] 25% intensity
Guaranteed OFF voltage 60Vac
Dimming Input voltage controlled [night < 120Vac] [day > 130Vac]
Sighting distance >200m
Weight 6kg
Height 466mm
Width 460mm
Depth 233mm (384 with visor)
Shock & vibration tolerance EN60721-3-4 4M6
Temperature/Humidity cyclic AS 1099.2Z/AD-1980
Relative humidity maximum 95%
EMC EMI EN50121-4
Wiring 2 core double insulated 0.75mm
Dielectric breakdown voltage 3kVac 1 minute 50Hz
Insulation resistance to ground >10Mohms @ 500Vdc
Accessibility Rear access to terminal block and lamp modules
Lightning surge protection 3 stage GDT MOV TVS
Ingress protection IP65 [dust, water]
Operating temperature -25C to +70C
Capacitive coupling Exceeds 2km via twisted pair

Table 11 Technical data of Shunt Signal

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

Figure 4 Shunt signal with surge protection

Figure 5 Shunt signal

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

1.8 Route Indicator

Route Indicators are subsidiary signals, placed above main signals to indicate the driver
on which line the train is going to be received when the route ahead takes a diversion
with two or more routes. Junction type route indicator and LED Matrix type route
Indicators are commonly used. White light indication (numbers) will be illuminated by
Route Indicators as shown in Figures below. Refer Annexure A for drawing and other
specifications.

Figure 6 Matrix Route Indicator (Perspective View)

Figure 7 Route Indicator viewed at 60m

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

The technical data is as follows:


Classification Specification
Indication Route Indication (2 Digits)4
Colour White
Route Selection Qty :5 Optically Isolated 110VAC Route Selection inputs
Enclosure Aluminium 3mm powder coated matte black
Polycarbonate outer lens & inner high impact acrylic `Charcoal Dust
Lens
filter.
Accessibility Rear access to terminals and LED module
Lightning surge protection 20mm Varistor
Ingress protection IP65 [dust, water]
Operating temperature -25C to +70C (Class T1)
Input voltage 110VAC -20%/+15% [88VAC to 126.5VAC]
Luminance Stability Luminance output stable within rated operating conditions
Capacitive coupling Exceeds 2km via twisted pair
Input Supply Current(per digit) 175mA nom. [@110VAC]
Weight 20kg (Including hood)
Height 720mm
Width 270mm
Depth 360mm (560mm including 200mm hood)
Minimum Turn-On Voltage 85VAC
Guaranteed OFF voltage 55VAC
Shock & vibration tolerance EN60721-3-4 4M6
Temperature/Humidity cyclic AS 1099.2Z/AD-1980
Relative Humidity 5% - 95% (non-condensing)
EMC / EMI EN 50125-3
Improper Route Selection, LED segment over/under current or Internal
Fault output DC Supply failure will result in a Lamp Failure relay contacts change
from CLOSED to OPEN (Disable switch on optional Operator Console)
Minimum Operating Voltage 85VAC (input voltage must exceed threshold)
Vibration IEC 60068-2-6
Wiring 2 core double insulated 0.75mm2 cable
Dielectric breakdown voltage 3kVac 1 minute 50Hz
Insulation resistance to ground >10Mohms @ 500Vdc
Indication 2 Digits Character Dimensions 125mm(h)x 83mm (w)
Sighting Distance >60 meters
2 Segments (12%) Failure Switch (Fault Condition) 1
Fault Simulation (per Digit)
Segment (6%) Failure Switch (No Fault Condition)
Optional user accessible Operator Console Test switch (located within
LED Segment Test Facility
enclosure).

Table 12 Technical data of Shunt Signal

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

2. POINT MACHINE

2.1 Introduction
Points or Switches is enabling railway trains to be guided from one track to another, such
as at a railway junction or where a spur or siding branches off. The switch consists of the
pair of linked tapering rails, known as points (switch rails or point blades), lying between
the diverging outer rails (the stock rails). These points can be moved laterally into one of
two positions to direct a train coming from the point blades toward the straight path or the
diverging path.

For Jakarta LRT Project Voestalpine UNISTAR HR EM Point machines are proposed. It is
designed for installation in trailable t-rail turnouts with up to 160mm opening. The
principle of electric operation combined with manual override and an internal locking
device for trailable points enable applying the machine for almost any installation. The
Setting and Locking Unit is installed on sleeper fixation brackets between the rails. The
controller unit is installed on side of the track by means of sleeper fixation brackets.

The electro mechanic operated locking device together with a detection system integrated
into the working cycle of the switch machine guarantees maximum safety and trouble free,
low wearing and safe operation. In manual mode the system is operated by a manual
setting unit with a crank handle. A few rotations are sufficient for throwing the system.
The direction of operation can be selected by direction of rotating the crank handle. High
grade materials and inductive hardened special steel components used in the UNISTAR
HR EM system offer low maintenance operation and safe locking characteristics.

Figure 8 UNISTAR HR EM- SYSSTEM OVERVIEW

01- Sleeper fixation bracket for setting and locking unit

02- Setting and locking unit 05 Sleeper fixation bracket for controller unit

03- Connecting parts

04- Controller unit

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
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Doc. No. WIKA-P102-ALL-320-TSP-0005

2.2 General Technical Data

Table 13 General Technical Data of Point Machine

2.3 Technical Data of Point Motor

Table 14 Technical Data of Point Motor

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Jakarta LRT Project Corridor 1 (Phase 1): Kelapa Gading Velodrome
Package P102 Main Works
Wayside Equipments design Specification
Doc. No. WIKA-P102-ALL-320-TSP-0005

2.4 Configuration and quantity of points

2.4.1 Velodrome
Single Ended & Double Ended & Single ended & Double ended &
Point Number
Trailable Trailable Non Trailable Non-Trailable
P1501 YES - - -
P1503 YES - - -
P1505 YES - - -
P1507 YES - - -
Total 4 - - -

Table 15 Point Quantity of Velodrome Station

2.4.2 Kelapa Gading Mall


Single Ended & Double Ended & Single ended & Double ended &
Point Number
Trailable Trailable Non-Trailable Non-Trailable
P1101 YES - - -
P1102 YES - - -
P1103 YES - - -
P1104 YES - - -
P1105 YES - - -
P1106 YES - - -
Total 6 - - -

Table 16 Point Quantity of Kelapa Gading Mall Station

2.4.3 Depot Station


Single Ended & Double Ended & Single ended & Double ended &
Point Number
Trailable Trailable Non Trailable Non-Trailable
P1601 YES - - -
P1603 YES - - -
P1605 YES - - -
P1607 YES - - -
Total 4 - - -

Table 17 Point Quantity of Depot Station

2.4.4 Workshop
Single Ended & Double Ended & Single ended & Double ended &
Point Number
Trailable Trailable Non Trailable Non-Trailable
P9030 YES - - -
P9032 YES - - -
P9034 YES - - -
P9036 YES - - -
P9038 YES - - -
P9040 YES - - -
P9042 YES - - -
P9044 YES - - -
P9046 YES - - -
Total 9 - - -

Table 18 Point Quantity of Workshop

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2.4.5 Depot
Single Ended & Double Ended & Single ended & Double ended &
Point Number
Trailable Trailable Non Trailable Non-Trailable
P9001 YES
P9002 YES
P9003 YES
P9004 YES
P9005 YES
P9006 YES
P9007 YES
P9008 YES
P9009 YES
P9010 YES
P9011 YES
P9012 YES
P9013 YES
P9014 YES
P9015 YES
P9016 YES
P9017 YES
P9018 YES
P9019 YES
P9020 YES
P9021 YES
P9022 YES
P9023 YES
P9024 YES
P9025 YES
P9026 YES
P9028 YES
Total 27

Table 19 Point Quantity of Depot

2.5 Configuration and quantity of Derailers

2.5.1 Depot
Derailer Number Rail mount type
DC1 YES
DC2 YES
DC3 YES
DC4 YES
DC5 YES
DC6 YES
DC7 YES
DC8 YES
DC9 YES
DC10 YES
DC11 YES
DC12 YES
Total 12

Table 20 Derailer Quantity of Depot

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2.6 Definition of the direction of point machine

When we look from the rail tip down to the point machine to the detection rods:

Left route:- Point machine in right end position (see Figure below)

Figure 9 Decleration of direction left route


Right route:- Point machine in left end position (see Figure below)

Figure 10 Decleration of direction right route

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2.7 Mechanical design

2.7.1 Mechanical system design


The UNISTAR HR EM consists of a sleeper fixation, the setting and locking unit, the
power unit and the connecting parts. The position control of the switch points is realized
by end position contacts being operated by the detection system of the setting and
locking unit. The setting and locking unit is consisting of the driving shaft with installed
motor, the prism locking device and the detection system.
With a failure of the electric system, the system offers the possibility of manual operation,
actuated by an integrated manual setting unit with crank handle. Access to the interface
for the crank handle is provided by opening a separate cover of the complete lid. This is a
protection against the environment and mainly restricting accessibility.

2.7.2 Design of the Setting and Locking unit

The housing of the locking unit is made of aluminum die casting with special coating. The
locking device components as well as the parts under load and with a safety relevant
function are made of high strength inductive hardened special steel. The setting and
locking unit is of modular design. It consists of the locking device, the detection unit and
the driving shaft with integrated motor. These are installed in a compact yet clearly
structured design. In the unlikely event of a component failure, replacement of the
components is simple and quick since all parts are fully visible.The locking device
components are operated according to their individual geometry and position in the work
flow. The driving shaft transmits the throw force directly to the locking device and
subsequently on all locking device and driving components.

Figure 11 Setting and Locking Unit - Overview


01- Lid of the setting and locking unit, 02- Lid closure (lever type closure)

03- Cover for crank handle interface, 04- Housing of aluminium die casting

05- Sight window

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Figure 12 Setting and Locking Unit View 1 without lid


01- Protective vents 06 Fixation lug, 02- Plug coupler, 03- Electric Motor, 04- Drive rod

05- Detector rod, 07- Fixation of guide rods, 08- Type plate, 09- Detection unit

Figure 13 Setting and Locking Unit View 2 without lid


01- Gear box, 02- Protective vent, 03- Fixation of locking frame (both sides)

04- Mounting connection, 05- Drive shaft, 06- Prism lock device (trailable)

07- Detector rods

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2.7.3 Rod guidance

The drive rods and detector rods are guided by bearing components installed in the
aluminium housing. Teflon bearings with watertight sealing and dust scraper packages
are provided in the housing. The bearings are designed for non-lubrication.

Figure 14 Rod guidance


01- Teflon bearing, 02- Sealing (grooved ring), 03- Dust Scraper

2.7.4 Lock Warp Detection

The lock warp detection is a device to detect the position of the detector rods. The
position of detector rods could vary due to wear of the rail components or drive rod
broken etc. All components of the LWD are installed inside the point machine UNISTAR
HR EM. The detector blades allow relative movement to each other. A metal sheet is
fixed to each detector blade. This metal sheet operates the inductive sensor to indicate
the position of the detector rod. The metal sheet is fixed and moves with the
corresponding detector blade. The inductive sensor is mounted on the switch plate and is
adjustable by two adjusting nuts.

If the sensor is correct adjusted and the metal sheet is too close to the sensor, that
means a detection of a failure (wrong position of the detector rod). A brighting LED at the
back of the sensor is indicating that the sensor is active. After adjustment of the
connecting parts, the lock warp detection must be adjusted by adjusting the inductive
sensor.

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Figure 15 Lock Warp Detection


01- Inductive Sensor, 02- Sheet Plate

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2.8 Design controller unit

The controller unit comprises the decentralized inverter with power supply and terminals
for the inverter and the signaling. The inverter has an integrated power section so that it
can be operated directly on a 3 phase AC power system. This device has the following
functionality: Torque control, Speed control, Position control, control of Synchronous and
asynchronous motors.

Figure 16 Controller unit

Table 21 Parts Description of Controller Unit

2.9 Design electric motor and drive shaft

The electric motor has the drive shaft directly integrated and drives it directly in the setting
and locking unit. Torque motors are three phase synchronized motors for operation on a
servo inverter. The rotors are equipped with permanent magnets. The coil is integrated in
the primary part (stator part). The driving force is produced by the electric motor. With a
setting command of the interlocking system the motor acts on the locking device throwing
the switch over. Once the new end position is achieved, the switch will be locked and the
end position indicated to the interlocking system. The throwing direction of the switch is
given by the direction of the motor rotation.

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Figure 17 Design electric motor and drive shaft

Table 22 Parts Description of Electric motor and Drive shaft

2.10 Design connecting parts

The connecting parts connect the drive rods and detector rods of the setting and locking
unit to the switch rails and are individually designed to fit the existing switch points. All
safety relevant components of the connecting parts are made of high strength special
steel to cope with extreme loads. The connecting parts are supplied as pre-assembled
modules. The connecting parts are easily adjustable and sufficient room is allowed for
thermal expansion and contraction of the switch rails.

For the standard type the tongue blocks are bolted to the switch rail. The drive rod is
connected by a pressure bolt to the switch rail. Power is transferred through the drive rod
to the closed switch rail by pressure of the pressure bolt on the tongue blocks. An
insulating pressure cap on the pressure bolt provides electrical isolation of the point
machine from the rails. With every setting the point to be closed is pushed by the force of
the drive rod acting directly on the switch point. The point to be opened when setting the
switch is pulled by the draw back plate and the bracket.

For testing and installation purposes the bracket can be flipped open after removing the
draw back securing plate. Refer Annexure B for drawing and other specifications.

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Figure 18 Connecting parts for drive rod and detector rod - overview
01- Connecting parts drive rod 04 Tongue bolt

02 Connecting parts detector rod 05 Protection cap

03 Tongue block

2.10.1 Connecting parts drive rod

Figure 19 Connecting parts drive rod

Table 23 Parts Description of Connecting Parts drive rod

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2.10.2 Integrated pressure heads

Integrated pressure heads positively close the switch points against the stock rail. Thus
wear on the rails and on the wheel flange is reduced. The design of the integrated
pressure head is shown in Figure 19.

Figure 20 Integrated pressure head sectional view

Table 24 Parts Description of Integrated pressure head

2.10.3 Connecting parts detector rod

Figure 21 Connecting parts detector rod

Table 25 Parts Description of Connecting Parts detector rod

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3. DERAILER
The derailer is positioned so that its horizontal flanges are on the same plane as the rail
base, and the rail height and derail size agree.

Positioning the derailer in track with the stop block down flat on the rail and position so
that the vertical surface under the stop block just touches the gauge side of running rail.
The movement of the stop block on and off the rail is transmitted through the connection
rod and a joint connection. The connection rod is linked to the drive rod of the point
machine UNISTAR HR EM.

Figure 22 Stop block on rail - overview


01- Stop block, 02- Base plate

03- Joint connection stop block to base plate

04- Connection to connection rod

Figure 23 Derailer installed - stop block hinged on the rail


01- Stop block on the rail, 03- Joint 2

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02- Connection to connecting rod, 04- Support angle

Figure 24 Derailer installed - stop block hinged off the rail


01- Stop block off the rail, 02- Support angle

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4. WORKING PRINCIPLE

4.1 Basic Principle

The entire system is driven by the electric motor and the drive shaft. By a control
command of the interlocking system the locking device is dissolved and the system is set.
If the new end position is reached, the locking is activated again. The turnout is secured.
Refer Annexure B for drawing and other specifications.

Figure 25 Locking- and detection unit - trailable

Table 26 Parts Description of Locking and Detection Unit

4.2 Integrated Prism Lock Device

The integrated lock device is of prism type design and is fully visible. It is designed for
application in trailable turnouts. All parts of the locking device are made of high strength,
inductive hardened, special steel. Therefore a high static endurance and at the same time
reduction of wear of the locking device to a minimum is achieved. In addition to the form-
closed locking in the end position a force-fit (non-positive) locking of the coverage is
realised. For that, the locking plate covers the prism of the closed switch rail. In the end

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positions, the locking plate is force-fit locked by self-holding cup spring packages
integrated in the sliding pieces. These self-holding cup spring packages press a support
roller into a recess of the locking plate and fix the locking plate in its end positions.

When throwing the switch, both switch points are mechanically guided and form-closed
locked in both end positions. The locking device consists of the components shown in
Figure 25 (trailable locking device)

When operating, the drive shaft moves the locking plate of the locking device. With the
movement of the locking plate, the detector bars release the secondary lock of the
detector rods. The end position indication is lost. Now the form close lock of the prism is
released. After that the points are moved by the locking plate pushing against the prism of
the switch point to be closed.

When the point machine reaches the new end position, the prism of the switch point
which now is closed is pushed into a recess of the locking rod and covered by the locking
plate. To move the detector bar into the cut-outs of the detector rods, the bar controller
pushes against the head of the detector bar after overlapping the locking prism. With the
detector bars being fully pushed in the cut-outs of the detector rods, the end position
contacts are operated. The locking device consists of the following main components.

Figure 26 Locking device / trailable sectional view

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Table 27 Parts Description of Locking Device

4.3 Point position monitoring

Two independently acting detector rods are provided within the detection device enabling
a fail-safe monitoring of the position of the switch and a back-up form-closed locking
system. For a torsion free guidance of the detector bars, they are encapsulated in heavy
duty steel plates thus the bars can be stressed with high forces. Via the connecting parts
of the switch the detector rods are passively operated. Upon the switch points reaching
an end position, the respective detector bar is activated by the bar controller. The setting
spring is set under tension. The detector bar is pushed into the recess of the detector
rods by the form guidance between the head of the detector bar and the bar controller.

By overlapping of the surfaces of the detector bars and the detector rods a 100% back-up
regarding locking of the switch points is achieved e. g. in case of broken or damaged
drive rods. By the movement of the detector bars, the respective end position contacts
are operated. Refer Annexure B for drawing and other specifications.

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Figure 27 Detection system overview

Table 28 Parts Description of Detection Device

4.4 Mode of operation

4.4.1 Locking principle point machine / trailable locking device

Figure 28 Lock in end position


01- Locking rod 1, 02- Prism 1, 03- Locking plate

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Figure 29 Unlocking prism

Figure 30 Locking device in transistion

Figure 31 Points are moved (1)

Figure 32 Points are moved (2)

Table 29 Parts Description of Trailable locking device

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Figure 33 Left hand end position reached

Figure 34 Switch in correspondance

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4.5 Detector Bars and tongue monitoring

4.5.1 Locking the detector bar

After overlapping and locking of the prism, the detector bar is operated checking the
positions of the detector rods of both open and closed switch point. A channel in the bar
controller catches the head of the detector bar which is pushing against the head of the
detector bar.

Figure 35 Position / 11 mm till complete overlapping

Table 30 Parts Description of Detector Bar and Rod (1)

Figure 36 Bar controller and detector bar in end position

Table 31 Parts Description of Detector Bar and Rod (2)

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4.5.2 Unlocking of the detector bar

Unlocking of the detector bar requires moving the bar controller. The channel of the bar
controller unlocks the detector bar and pulls it open. As the detector bar is pulled open,
correspondence to the interlocking system is lost, before the locking device is opened.
When the detector bar is fully opened, the touching surfaces are released and the bar
controller moves away from the head of the detector bar and the form guiding of the parts
is released. With this movement, the locking of the prism is disengaged and the
overlapping is lost. The point machine is unlocked at this point.

4.5.3 Trailing operation

When installed in turnouts without stretcher bars, the locking device can be trailed without
breaking any parts. When trailing, the force flow is reversed compared to the standard
setting process. The electric motor remains passive. The force flow is transferred from the
turnout into the setting and locking unit. The interface to the cup spring package is
adjusted by a force of 9 0,5kN.

4.5.4 Trailing principle

Figure 37 Trailing process Locking device in end position

Figure 38 Trailing process Locking device in operation 1

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Figure 39 Trailing process Locking device in operation 2


The drive rod separates and the respective portion of the drive rod moves under the roller.
Now the form-closed lock of the closed switch point is disengaged according to the
working principle during regular operation. To allow the movement, the bar controller has
to disengage the activated detector bar.

Figure 40 Trailing process Locking device in operation 3

Figure 41 Trailing process Locking device in operation 4

Figure 42 Trailing process Locking device trailed

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After trailing, the point machine remains out of correspondence as no overlapping of the
locking device can be achieved. By the next setting, either manually or electrically
operated, the position of the locking device components and the cup spring package can
be reset. In the end position the sliding piece and the spring housing goes back to its
form-fit locking with an audible noise. After that the prism will be covered from the locking
plate. For turnouts with multiple setting levels, the setting and locking units are trailed one
by one.

4.6 Manual operation

The point setting and locking system UNISTAR HR EM offers the possibility of manual
operation. A gear which is connected directly to the drive shaft is located on side of the
housing. A crank handle for operating the gear is necessary. Access to the interface for
the manual operation is given by a separate, lockable cover. For manual operation, the
cover has to be unlocked and flipped open. This action operates a form-guided switch,
which gives a signal to the control to shut off the power supply. Now the crank handle can
be inserted.

The driving direction is chosen by turning the crank handle clockwise or counter
clockwise. The point machine must be operating till it reaches the final end position.

Figure 43 Manual operation

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4.7 Derailer function

The derailer works by literally derailing the train. Basically, if the turnout is set in a manner
which will direct the train into danger, the derailer is engaged. It is automatically operated
by the signal system and, when engaged, is placed flush against one of the running rails.

It essentially acts as a ramp for one of the wheels, lifting it up to the level of the rail. It
then channels that wheel toward the outside of the track, which causes the wheel truck to
drop so that one wheel is off the trackbed and the other wheel is in between the running
rails. This creates additional friction, and should stop a train even if braking power has
been lost.

Figure 44 Derailing process - 1

Figure 45 Derailing process - 2

Figure 46 Derailing process - 3

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Figure 47 Derailing process - 4


The Derailer is operated by the point machine UNISTAR HR EM. A connecting rod is
linked via a joint to the setting rod of the machine. The throw of the point machine is
adjusted to 160 mm. If the drive rod is on the right end position, the stop block covers the
rail. See Figure 49 below.

Figure 48 Stop block position on rail

Table 32 Parts Description of Stop block (1)

By setting the drive rod 160 mm to the left position, the connecting rod also is pushed to
the left and the stop block is hinged off the rail. See the dashed line in Figure 50 below.

Figure 49 Stop block hinged position

Table 33 Parts Description of Stop block (2)

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5. ELECTRICAL INTERFACE

5.1 Electrical parts of the setting and locking unit

The motor coils are activated according to the position of the actuation pins.

Figure 50 Electrical parts of the setting and locking unit

Table 34 Parts Description of Setting and Locking unit

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5.2 Switches

Figure 51 End position contacts detailed view

Table 35 Parts Description of Switch

5.3 Electrical parts of the control unit

Figure 52 Electrical parts of the control unit

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Attachment

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APPENDIX A
APPENDIX B
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