04 - Wk10 APM Handout Part 4 of 4

PDS Emergency Configuration 1 (Cont)
11kV 3 Supply
TR01 - Loss Power Trains normally feeds by TR01 52S1, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open TR01 is de-energized 52S2 close automatically TR02 feeds the trains continuously
52FL1
Z Z
11kV RMU TR01 TR02
52S1 DS0 52F1
52S2
Traction Current Flow direction
52F2
52FL2
52F3 APM DEPOT
DSF1
DS1
DSF2
Arrival Line Power Rail Departure Line Power Rail
West Hall Arrival Platform
East Hall Arrival Platform
39
West Hall Departure Platform
East Hall Departure Platform
PDS Emergency Configuration 2

11kV 3 Supply
TR02 - Loss Power Trains normally feeds by TR02 52S2, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open
52FL1
Z Z
11kV RMU TR01 TR02
52S1 DS0 52F1
52S2
52F2
52FL2
52F3 APM DEPOT
DSF1
DS1
DSF2
40
20
PDS Emergency Configuration 2 (cont)

11kV 3 Supply
TR02 - Loss Power Trains normally feeds by TR02 52S2, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open TR02 is de-energized 52S1 close automatically TR01 feeds the trains continuously
52FL1
Z Z
11kV RMU TR01 TR02
Traction Current Flow direction
52S1 DS0 52F1
52S2
52F2
52FL2
52F3 APM DEPOT
DSF1
DS1
DSF2
41
PDS Emergency Configuration 3

11kV 3 Supply
ACB 52F2 fail to close 52S1, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open
TR01 Traction Current Flow direction 52S1 TR02
11kV RMU
52S2 DS0
52FL1
Z
52F1
52F2
52FL2
Z
52F3 APM DEPOT
DSF1
DS1
DSF2
42
21

ACB 52F2 fail to close 52S1, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open 52F2 is tripped & cannot close Close DS1 Departure Line feed continuously Traction current flow through 52F1 is equal to total traction current in Arrival and Departure Line
West Hall Arrival Platform 52FL1
Z Z
11kV 3 Supply 11kV RMU TR01 Traction Current Flow direction 52S1 TR02
52S2 DS0 52F1 52F2 52FL2 52F3 APM DEPOT
DSF1
DS1
DSF2
43
PDS Emergency configuration 4

11kV 3 Supply
ACB 52F1 fail to close 52S1, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open
TR01 Traction Current Flow direction 52S1 TR02
11kV RMU
52S2 DS0
52FL1
Z
52F1
52F2
52FL2
Z
52F3 APM DEPOT
DSF1
DS1
DSF2
44
22

ACB 52F1 fail to close 52S1, 52F1 & 52F2 closed DSF1, DSF2 closed DS0 close, DS1 open 52F1 is tripped & cannot close Close DS1 Departure Line feed continuously Traction current flow through 52F2 is equal to total traction current in Arrival and Departure Line
West Hall Arrival Platform 52FL1
Z Z
11kV 3 Supply 11kV RMU TR01 Traction Current Flow direction 52S1 TR02
52S2 DS0
52F1
52F2
52FL2
52F3 APM DEPOT
DSF1
DS1
DSF2
45
APM Train System Train Operation Modes

Mode 1 - Dual Shuttle Mode APM train is running between East Hall and West Hall without crossing to other line Only two trains running PDS is operated at ~ 50% of installed capacity
Arrival Line
Departure Line
46
23
APM Train System Train Operation Modes

Dual Shuttle Running Demonstration
Arrival Line
Departure Line
47
APM Train System - Train Operation Modes

Mode 2 - Normal Pinched Loop APM trains are running between East Hall and West Hall in a loop Maximum four trains are running in system PDS is operated at ~ 100% of installed capacity
Arrival Line
Departure Line
48
24
APM Train System - Train Operation Modes

Normal Pinched Loop Demonstration
Arrival Line
Departure Line
49
APM Trains Operation Modes

Normal Pinched Loop Demonstration
Arrival Line
Departure Line
50
25
PDS Design Requirement

Design Deliverables (Safety, RAM, $)
System design, Equipment Rating Selection (S, RAM, $)
Fault level and protection coordination Safety Voltage Drop Train performance at minimum voltage Cable system temperature rise Thermal impact Harmonic assessment - Interference impact
51
PDS Design Flow Case Study

Assumptions
The harmonic filter / power factor correction equipment is purposely put out of service to simulate the maximum load current scenario. The fault level at source point 11kV side is 350MVA Cable have same dimension will have equal impedance and will share equal current when connected in parallel
Case Study Voltage drop Calculation Harmonic Assessment Cable Temperature rise
52
26
PDS - Design Interface with Train System

Train current profile
Different Service Modes Different Current profile, full load, train start and coast 1. Dual Shuttle Mode (one train per line) 2. Normal Pinched Loop (two trains per line) Train Consist Maximum 4 nos. train running in system 1x 2 car train or 2 x2car train 1 x 4 car train
53

Train current profile Starting and Running
Peak 1178.6A RMS 321A
54
27

Train current profile - Enlargement
Peak 1178.6A
55
PDS Design Interface with Train System

Train current and voltage characteristics
Minimum Operation Voltage i.e. Terminal Voltage at pantograph = 440V Amperage Characteristic Different Train Consist Configuration 1 x 2-car (full load) 1 x 4-car (full load) 1 x 2-car (no load) 1 x 4-car (no load) 56
RMS Running Current (A) 130 260 80 160
Peak Starting Current (A), 15S 670 1,340 200 400
Power Factor = 0.97
28
Traction Power System Design

Service Modes and Trains Consist Combination Operation Mode Train on Arrival Line 1 x 2 car
starting full load
Summary of Train Current Arrival Track Feeder circuit 52F1 Departure Track Feeder circuit 52F2 Transformer circuit 52S1 / 52S2
Train on Departure Line 1 x 2 car

starting full load
Dual Shuttle
670
670
1340
Dual Shuttle
1 x 2 car
running full load
1 x 2 car
running full load
130 1340 260
130 1340 260
260 2680 520
Dual Shuttle
1 x 4 car
starting full load
1 x 4 car
starting full load
Dual Shuttle
1 x 4 car
running full load
1 x 4 car
running full load
Normal Pinched Loop Normal Pinched Loop
2 x 2 car 5
starting full load + no load
2 x 2 car
starting full load + no load
870
870
1740
2 x 2 car 6
running full load + no load
2 x 2 car
running full load + no load
210
210
420
57
Traction Power System Design Interface

PDS equipment rating
TR1 L5 : 7 x 240 mm 2 cables 52S1 52S2 East Hall Substation 11kV 3 Supply 11kV RMU TR2 Traction Tx
52F1 52FL1
Z 4 x 240 mm2 cables
52F2 52FL2
Z
DSF1 L1 : 4 x 240 mm 2 cables West Hall Arrival Platform End of Line West Hall Departure Platform East Hall Arrival Platform
DSF2 L3 : 4 x 240 mm 2 cables
APM DEPOT
Power Rail Power Rail
APM Depot East Hall Departure Platform
58
29
PDS Design Equipment rating

Traction Supply System Equipment Capacity
Equipment ID Equipment Type Installed Rating Rated Amperage Capacity (A) Peak Amperage Capacity in 15 sec. (A) 6,350 22,000 22,000 22,000 46,000 27,720 30,290
Manufacturer s data
TR1, TR2 52S1, 52S2 52F1, 52F2 DSF1, DSF2 L5 L1, L3 Power Rail
11/0.6kV Traction Transformer 2,500 kVA 2,400 600V ACB 600V ACB 600V Isolator 600V Power Cables ( 7 nos. ) 600V Power Cables ( 4 nos. ) 600V Power Rail System 2,500A 2,500A 2,500A 2,790A 1,682A 2,330A 2,500 2,500 2,500 2,788 1,682 2,330
Equipment Short Circuit Rating = 50kA, 1 second 59
PDS Design of Equipment Rating

Verification on Equipment Continuous Capacity
Acceptance Criteria: The Installed Amperage Capacity shall higher than the Maximum Continuous Train Current (in RMS value). Installed Amperage Capacity (A) 2,400 2,500 2,500 2,500 2,788 1,682 2,330 Max. RMS Continuous Train Current (A) 520 260 260 260 520 260 260 Fulfill acceptance criteria Yes Yes Yes Yes Yes Yes Yes
Equipment ID
Capacity utilized ( %) 22 10 10 10 19 16 11
TR1, TR2 52S1, 52S2 52F1, 52F2 DSF1, DSF2 L5 L1, L3 60 Power Rail
30

Verification on Equipment Peak Amperage Capacity
Acceptance Criteria: The Installed Amperage Capacity shall higher than the Maximum Peak Train Current. Installed Peak Amperage Capacity (A) 6350 22000 22000 22000 46000 27720 30290 Peak Train Current (A) 2680 1340 1340 1340 2680 1340 1340 Fulfill acceptance criteria Yes Yes Yes Yes Yes Yes Yes
Equipment ID
Capacity utilized ( %) 42 6 6 6 6 5 5
TR1, TR2 52S1, 52S2 52F1, 52F2 DSF1, DSF2 L5 L1, L3 61 Power Rail
PDS Design Voltage Drop Assessment

Given Data 240mm2 3/C traction power cable Impedance: 0.175+j0.125 ohm/km Power Rail Impedance: 0.05+j0.086 ohm/km Distance between TR01 to 52S1 = 50m Distance between DSF1 to Arrival Line Power Rail = 25m Distance between DSF2 to Departure Power Rail = 13m Distance between East Hall Substation and West Hall = 770m Peak Starting Current at full load scenario IA = 1340A, IB = 1340A, IC = 2680A
IA Power Rail IB West Hall Power Rail L2 Departure Line L4 Arrival Line L1 52F1 DSF1 IA L3 IB L5 52S1 52F2 DSF2
TR01 IC
62
31

Transformer Circuit Impedance
Z L5 = 0.175 + j0.125 0.05 = 0.00125 + j0.0009 ohm 7
TR01 7 x 240 mm 3/C Cables in parallel

2
L5 52S1 52F1 52F2
Item
Impedance of
Unit Length (km) Impedance (ohm/km) L5 = 0.05 0.175+j0.125
Total Impedance (ohm)
ZL5
Cables (TR01 to 52S1
0.00125+j0.0009
(7 cables in parallel)
0.0015435.5O
Impedance of cables = (Length x Unit Impedance) / no. of parallel cables
63

Arrival Line Impedance
Z L1 = 0.175 + j0.125 0.025 = 0.0011 + j0.0008 ohm 4
East Hall DSF1 West Hall Power Rail L2 L1 4 x 240 mm2 3/C Cables in parallel
Z L2 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm
Item
Impedance of
ZL1
Cables (DSF1 to Power Rail) Power Rail (feeding train @ West Hall)
0.0011+j0.0008
0.0013636O
ZL2
L4 = 0.77
0.05+j0.086
0.0385+j0.0662
0.0765860O
64
32

Departure Line Impedance
Z L3 = 0.175 + j0.125 0.013 = 0.00055 + j0.0004 ohm 4
East Hall DSF2 West Hall Power Rail L4 L3 4 x 240 mm2 3/C Cables in parallel
Z L4 = (0.05 + j0.086) 0.025 = 0.0385 + j0.0662 ohm
Item
Impedance of
ZL3
Cables (DSF2 to Power Rail) Power Rail (feeding train @ West Hall)
0.00055+j0.0004
0.0006836O
ZL4
L4 = 0.77
0.05+j0.086
0.0385+j0.0662
0.0765860O
65

Transformer Circuit - Voltage Drop Calculation
Formula
L5 52S1 52F1 52F2 TR01 IC
Voltage Drop @ Transformer Circuit = I C ? (Z L5 L5 )
Calculation Power Factor : cos = 0.97 then = cos-1 0.97 = 14 O Voltage drop at Transformer Circuit is 3 x 2680-14O x (0.00154 35.5O) = 7.13 21.5O Voltage appear at Switchboard terminal = 600 - 7.13 21.5O = 593 -0.25 O 593 Volt
66
33

Arrival Line - Voltage Drop Calculation
Formula
APM Train Terminal Volatge = V L 3 Voltage Drop
East Hall DSF1
West Hall IA
Full Load
IA
Cables
IA
ZL1
Voltage Drop @ West End = I A ? (Z L1L1 + ZL2 L 2 )
Power Rail ZL2
Calculation Voltage drop at West End is 3 x 1340-14O x (0.00136 36O + 0.07658 36O ) = 180.63 46O APM Train Terminal Voltage = 593 180.63 46O = 486 -15O
67

Departure Line Voltage Drop Calculation
Formula
APM Train Terminal Volatge = V L 3 Voltage Drop
East Hall DSF2
West Hall IB
Full Load
IB
Cables
IB
ZL3
Voltage Drop @ West End = I B ? (Z L3L3 + Z L4L 4 )
Power Rail ZL4
Calculation Voltage drop at West End is 3 x 1340-14O x (0.000686 36O + 0.07658 36O ) = 179.19 46O APM Train Terminal Voltage = 593 179.1946O = 485 -15O
68
34

Voltage drop - Summary
Voltage Drop (V) 0 7.1321.5 O 180.6346O 179.1946O Terminal Voltage (V) 600 593.37-0.25 O 486-15O 485-15O
C Power Rail B West Hall Arrival Line Power Rail Departure Line TR01
52S1 A 52F1 52F2
Location
DSF1
DSF2
Transformer Point A Point B Point C
Minimum System Voltage > Minimum Train Operation Voltage 69

3 Phase Fault Level Calculation
Given Data Transformer Impedance = 6.5% Base MVA = 2.5MVA Base Voltage = 600V 50Hz
DSF1 West Hall F2 Arrival Line Power Rail Departure Line F3 Power Rail DSF2 F1 52F1 52S1 52F2 TR01
70
35

Per Unit Impedance Conversion
Item
A B C D E F
Description
Source Traction Transformer 240mm Power Cables (Tx-52S1) 240mm 2 Power Cables (52F1-Power Rail) 240mm 2 Power Cables (52F2-Power Rail) Power Rail
2
Sequence Impedance
(2.5 MVA / 350 MVA) x 100% (2.5 MVA / 2.5 MVA) x 6.5% {(0.175+j0.125)/7} x (50/1000) x 100% {(0.175+j0.125)/4} x (25/1000) x 100% {(0.175+j0.125)/4} x (13/1000) x 100% (0.05+j0.086) x (770/1000) x 100%
Result
j0.714% j6.5% 0.125+j0.089 % 0.109+j0.078 % 0.057+j0.04%
SOURCE
TR01 B C 52S1 F1 52F1 DSF1 52F2
3.85+j6.62%
DSF2
West Hall F2 F F3
Arrival Line
D E
Power Rail Departure Line Power Rail
71

Fault Curr ent (kA) = Base MVA 3 600 Total Fault Z at the Fault Po int 1000
SOURCE A
Fault Point
Total Fault Impedance at Fault Point A+B+C A+B+C+ D+F A+B+C+ E+F
Resultant Impedance
TR01 B C
F1 F2 F3
0.125+j7.3030% 4.0840+j14.0010% 4.0320+j13.963%

West Hall F2 F F
52S1 F1 52F1 DSF1 Arrival Line D E 52F2 DSF2
Power Rail Departure Line Power Rail
72
F3
36

At point F1, Fault Current = 2. 5 10 6 = 32.9345kA 0 .125 + j 7 .3030 1000 3 600 100
SOURCE A
At point F2, Fault Current =
2.5 10 6 = 16.5 kA 4 .084 + j14.0010 1000 3 600 100 2 .5 10 6 = 16.55 kA 4 .032 + j13.963 1000 3 600 100
F1
TR01 B C 52S1 52F1 DSF1 52F2
At point F3, Fault Current =
DSF2
Maximum System Fault Level 33kA << Equipment Fault Level of 50kA
F2
West Hall
Arrival Line
D E
Power Rail F Departure Line Power Rail
73
F3
Cable Temperature Rise Calculation

Purpose: To establish the maximum conductor temperature resulting from the cyclic peak load current hence to confirm that the cable is within the acceptable temperature limit of 90 degree C. Assumption: 1. Heat loss is neglected from the conductor during peak overload d uration. 2. The specific heat of the conductor is constant. 3. The temperature coefficient of resistivity of the conductor is constant. 4. The momentary peak current is constant. 5. The conductor temperature return to a steady state immediately p rior to the peak current. 6. To simplify the assessment, the assumption is made on the safe side and will give a pessimistic result.
74
37

Formula: Since no heat energy is lost during the process, it is assumed: Electrical heat generated = heat gained by the conductor This can be expressed thus:-
I 2 R1 J (1 + 1 ) dt = 0
where:J = I = R1 = 1 = t2 W S P = = = = =
( t 2 t1 )
W S d
0
75
Joule constant ( 4.18 Joules/calorie ) s Momentary Peak Load current ( A ) Resistance at temperature t1 ( ohm / cm ) Temperature coefficient of resistance of the conductor referred to a temperature t1 ( OC-1 ) Maximum conductor temperature ( OC ) conductor temperature rise ( OC ) mass of the conductor ( g / cm ) specific heat of the conductor ( calories / g / OC ) duration of momentary Peak Load ( seconds )

By re-arranging the formula:
I 2 R1 dP = W S J 0
then
( t 2 t1 )
d 1 + 1
1 I 2 R1 P W S J
ln [ 1 + 1 (t 2 - t1 ) ]
Temperature Rise T, i.e. (t2-t1)
T =
76
I 2 R1 P W SJ
- 1
38

Calculations: N.B. 1: All cable parameter shall be referred to Chapter 13 of Electrical Engineer Reference Book (14th edition) by M G Say and M A s Laughton. N.B. 2: The cable is operating at ambient temperature of 30 OC initially.
Mass of a single 240mm2 conductor ( W ) Density of copper = Area of conductor core Mass of a conductor ( W ) = = =
8890 kg / m3 240 mm2 = 0.24x103 m2 8890 x 0.24 x 103 kg / m 21.336 g / cm
77

Temperature coefficient of resistance of the conductor at 30OC ( 1 ) 1 = 0.0039 OC 1
Resistance of the conductor ( R1 ) Resistance of the conductor at 20 OC Resistance of the conductor at 30 OC
= = =
0.0754 ohm/km 0.0754 [ 1 + 0.0039 x 10 ] 0.0783x10-5 (ohm/cm)
Specific Heat of the conductor ( S ) S = 0.385 (calories / g / OC ) Joule Constant ( J ) s J = 4.18 Joules/calories
78
39

Temperature Rise Calculation:
1 I 2 R1 P W S J
T =
Item Cable size
- 1
Section L1 & L3 Section L5 240 7 2680 15 383 (= 2680 7) 30 0.05
(mm 2)
240 4 1340 15 335 (= 1340 4) 30 0.04
No. of cables installed Momentary Peak Current (A) Duration of peak current (seconds) - P Peak Current per cable (A) Initial cable temperature ( OC ) Calculated Temperature Rise T ( OC )
79
Harmonic Problems in AC Traction System

Impact of Harmonics Overheating of conductors and electrical equipment Mechanical oscillation of electric machine Telecommunication interference Inaccurate meter reading Disturbances to sensitive electronic equipments Nuisance operation of protection equipments Solution Harmonic Filter
80
40
PDS - Harmonic Problem and Solution

Elimination Method By Power Factor Correction Equipment Harmonic Filter
600V Busbar
Capacitor Bank 81
5th FL
7th FL
11th FL
Harmonic Filter Calculation

System Current Characteristics Always contain 5th, 7th, 11th , 13th & 17th harmonics due to power electronics traction control
82
41
Harmonic Filter Capacity Calculation

Target : System Power Factor shall maintain at 0.9 lagging
Given data Maximum Train Current IMAX = 1383.1A RMS of Train Current IRMS = 618.5A Total active power consumption of trains = 240kW
83
Example Harmonic Filter Value Calculation

1. Calculate capacity of power factor improvement equipment value System Active power = 240kW System Apparent power without LC filter and capacitor bank = 3 ? IRMS x V = 3 x 618.5 x 600 = 642.8 kVA System power factor without LC filter and capacitor bank = 240 642.8 = 0.37
84
42

Required capacity of harmonic filter for p.f. improvement
1 Q" = P cos ?1 (cos ? )2 - 1 1 " Q Q = KO 1 -1 2 (cos? 2 )
Here P = Apparent Power = 642.8 kVA cos ?1 = power factor without capacitor bank = 0.37 cos ?2 = Target system power factor = 0.9 KO = Utilization factor = 0.65
85

Harmonic Filter capacity Q :
1 Q " = 642.8 0.37 0.37 2 - 1 = 482 kVAr Q = = Q" KO 482 0.65
1 - 1 2 0.9
750 kVAr
86
43

2. Calculate capacity of tuned filter capacity The LC filter shall compensate the current of each harmonic order based on the system maximum current. Harmonic current Ia at each harmonic order = IMAX x K1
The value of K 1 (in %) of individual harmonic order ampere is in accordance with the reference data of Uk Electrotechnical Committee.
Required LC filter capacity at each order of harmonic = (3 ? I a x V) / K 2

The value of K 2 is utilization factor of individual harmonic order
87

LC value of 5th harmonic
K1 = 18.5%, K 2 = 1.2, Ia 5th = 1383.1 x 18.5% = 256A Required LC filter capacity = (3 ? 256 x 600) / 1.2 = 221.7 kVAr 250 kVAr
LC value for 7th harmonic

K1 = 12%, K 2 = 1.0, Ia 7th = 1383.1 x 12% = 166A Required LC filter capacity = (3 ? 166 x 600) / 1.0 = 172.5 kVAr 200 kVAr 88
44

LC value of 11th harmonic
K1 = 6%, K 2 = 0.8, Ia 11th = 1383.1 x 6% = 83A Required LC filter capacity = (3 ? 83 x 600) / 0.8 = 107.8 kVAr 150 kVAr
LC value of tuned filter 5th harmonic filter = 250kVAr

7th harmonic filter = 200kVAr 11th harmonic filter = 150kVAr Capacity of capacitor bank = 750 250 200 150 = 150 kVar
89

Calculated Capacity Harmonic Filter 5th 7th 11th Capacitor bank Total 250 kVAr 200 kVAr 150 kVAr 150 kVAr 750 kVAr
90
45
END
91
46

04 - Wk10 APM Handout Part 4 of 4

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04 - Wk10 APM Handout Part 4 of 4

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PDS Emergency Configuration 1 (Cont)

11kV RMU TR01 TR02

52S1 DS0 52F1

Traction Current Flow direction

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency Configuration 2

11kV RMU TR01 TR02

52S1 DS0 52F1

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency Configuration 2 (cont)

11kV RMU TR01 TR02

Traction Current Flow direction

52S1 DS0 52F1

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency Configuration 3

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency Configuration 3 (Cont)

52S2 DS0 52F1 52F2 52FL2 52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency configuration 4

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

PDS Emergency Configuration 4 (Cont)

52F3 APM DEPOT

Arrival Line Power Rail Departure Line Power Rail

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

APM Train System Train Operation Modes

West Hall Arrival Platform

East Hall Arrival Platform

West Hall Departure Platform

East Hall Departure Platform

APM Train System Train Operation Modes

West Hall Arrival Platform

East Hall Arrival Platform