Metrolinx Electrification Project Metrolinx Contract No. RQQ-2011-PP-032 Metrolinx Project No. 109503
Electrification Performance Specification EPS-02000 Traction Power Distribution System Final Version Document Reference No. PB 1011 April 4, 2014 Submitted to:
Metrolinx Submitted by:
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Revision History Date
Version
Purpose
March 3, 2012 June 15, 2012 Oct 3, 2012
1 2 3
Nov 2, 2012
4
Dec 10, 2013 April 4, 2014
5 Final
First issue as stand-alone document. Update based on Metrolinx Submittal Review Update based on Metrolinx Submittal Review Update based on Metrolinx comments ME-20-00111-GA12 Update based on Metrolinx Submittal Review Update based on Metrolinx Submittal Review
Parsons Brinckerhoff Halsall Inc. 2300 Yonge Street, 20th Floor Toronto, Ontario M4P 1E4 Canada
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
TABLE OF CONTENTS 1.
Purpose........................................................................................................................ 4
2.
Scope ........................................................................................................................... 5
3.
Reference Documents ................................................................................................. 6
4.
Responsibilities ........................................................................................................... 7
5.
General Requirements ................................................................................................. 8 5.1 5.2 5.3
6.
General Criteria ................................................................................................... 8 Design and Operational Speeds .......................................................................... 8 Climatic Data for OCS Design ........................................................................... 9
OCS Design Requirements ....................................................................................... 10 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16 6.17 6.18 6.19 6.20 6.21
Load Cases ........................................................................................................ 10 OCS Conductors ............................................................................................... 10 Conductor Tensions .......................................................................................... 11 Contact Wire Height ......................................................................................... 12 Vehicle Assumption and Pantograph Information ............................................ 13 Pantograph Information .................................................................................... 14 Catenary Structure Location ............................................................................. 15 OCS Configuration ........................................................................................... 16 Catenary System Height ................................................................................... 17 Catenary Gradients............................................................................................ 17 Tension Length Limitations .............................................................................. 18 Overlap .............................................................................................................. 19 Staggers ............................................................................................................. 19 Hangers ............................................................................................................. 20 OCS Tolerances ................................................................................................ 20 Catenary Structures and Foundation ................................................................. 21 Catenary Station Arrangement .......................................................................... 26 Catenary Tensioning ......................................................................................... 27 Horizontal Clearance ........................................................................................ 28 Electrical Clearance .......................................................................................... 29 Safety Clearance ............................................................................................... 30
Page | 1
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
6.22 6.23 6.24 6.25 6.26 6.27 6.28 6.29 6.30 6.31 6.32 7.
Traction Power Distribution System
Clearance to Vegetation .................................................................................... 30 Catenary Grounding .......................................................................................... 30 Catenary Section Insulators .............................................................................. 30 Switching Stations and Parallel Stations........................................................... 31 OCS Sectionalizing ........................................................................................... 33 Negative Feeders ............................................................................................... 33 Disconnect Switches ......................................................................................... 34 Phase Break ....................................................................................................... 34 Overhead Bridges.............................................................................................. 34 Underpass Consideration .................................................................................. 37 Public Protection at Overpasses ........................................................................ 39
Maintenance Facility and Yard OCS Design ............................................................ 42 7.1 7.2
Yard Catenary ................................................................................................... 42 Maintenance Facility OCS Arrangements ........................................................ 42
Appendix A: Standards ..................................................................................................... 43 Appendix B: Definitions ................................................................................................... 44 Appendix C: Abbreviations and Acronyms ...................................................................... 48 LIST OF TABLES Table 1: Reference Documents ........................................................................................... 6 Table 2: Load Case ........................................................................................................... 10 Table 3: Conductor Particulars ......................................................................................... 11 Table 4: Conductor Tensions ............................................................................................ 12 Table 5: Contact Wire Gradients ...................................................................................... 18 LIST OF FIGURES Figure 1: Vehicle Data ...................................................................................................... 14 Figure 2: Pantograph Diagram .......................................................................................... 15 Figure 3: Cantilever Structure for Single Track ............................................................... 22 Figure 4: Cantilever Structure for Double Track .............................................................. 23 Figure 5: Portal Structure for Multiple Tracks ................................................................. 24 Page | 2
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 6: Portal Structure for Multiple Tracks with Cantilever ........................................ 24 Figure 7: Foundations for Pole and Guy Anchor .............................................................. 26 Figure 8: Balance Weight Assembly ................................................................................ 27 Figure 9: Fixed Termination ............................................................................................. 28 Figure 10: Back-to-back Cantilever Structure to Show Horizontal Clearance ................. 28 Figure 11: Section Insulator .............................................................................................. 31 Figure 12: Clearance Diagram for GO Standard Double Stack Freight ........................... 36 Figure 13: Clearance Diagram for GO Vehicle ................................................................ 37 Figure 14: Underpass Section for Double-Track .............................................................. 38 Figure 15: Underpass Section for Four Tracks ................................................................. 39 Figure 16: Bridge Protection Barrier ................................................................................ 41
Page | 3
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
1.
Traction Power Distribution System
PURPOSE
Metrolinx intends to implement traction power electrification within Lakeshore and Kitchener corridors. Studies have determined that this shall consist of a 1x 25 kV ac and 2x25 kV ac system delivering power to trains by means of an overhead contact system (OCS), and collected by roof-mounted pantograph current collectors on each train’s locomotive or electric multiple unit (EMU) rail vehicles. The electrification performance specifications, 13 in all, have the purpose of establishing the basis for electrification design such that an efficient, safe, and cost-effective installation shall result. The purpose of EPS-02000 Traction Power Distribution System is to provide a broad specification describing the traction power distribution system, hereinafter referred to as Overhead Contact System (OCS) in this section, also includes paralleling and switching stations, for Metrolinx Electrification including its performance, operational, and safety requirements.
Page | 4
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
2.
Traction Power Distribution System
SCOPE
The scope of this document includes the identification and description of the main design requirements for the OCS. The OCS includes the aerial supply system that delivers 1x25 kV ac and 2x25 kV ac traction power from substations to the pantographs of Metrolinx electric trains, comprising the catenary system messenger and contact wires, hangers, associated supports and structures (including poles, portals beams and their foundations), manual or motor operated disconnect switches, insulators, phase breaks, section insulators, conductor termination and tensioning devices, down guys, and other overhead line hardware and fittings. Portions of the traction power return system consisting of the negative feeders and aerial static wires, and their associated connections and cabling are addressed.
Page | 5
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
3.
Traction Power Distribution System
REFERENCE DOCUMENTS
Metrolinx documents that contribute directly to the subject of OCS requirements are listed in Table 1: Reference Documents. Established standards for electrified railways and related topics relevant to the OCS are listed in Appendix A: Standards, at the end of this document. Other materials supporting the understanding of this document are provided in Appendix B: Definitions and Appendix C: Abbreviations and Acronyms. Table 1: Reference Documents Document Title
Issuer
GO Transit Design Requirements Manual (DRM) GO Electrification Study, Final Report, December 2010 DRM Heavy Rail, CI-0603-01, Figure 5.6.A – Clearance Envelope on All Structures Over or Beside the Railway Tracks DRM Heavy Rail, CI-0603-01, Figure 5.6.B – USRC Trainshed Minimum Clearance Envelope Metrolinx Electrification GO Transit Current and Future Projects for Inclusion in the Conceptual and Preliminary Design, August 2012 – Version 1.0 EPS-01000 – Traction Power Supply System Final Version
Mx Mx
Date of Issue Oct 2012 Dec 2010
Mx
Oct 2012
Mx
Oct 2012
Mx
Aug 2012
PB
April 2014
EPS-03000 – Grounding and Bonding Final Version
PB
April 2014
EPS-04000 – EMC/EMI Final Version
PB
April 2014
EPS-05000 – Signal System Compatibility Final Version
PB
April 2014
EPS-06000 – Operations and Maintenance Final Version
PB
April 2014
EPS-07000 – Maintenance Facilities Part 1 Final Version
PB
April 2014
EPS-07000 – Maintenance Facilities Part 2 Final Version
PB
April 2014
EPS-08000 – SCADA Final Version
PB
April 2014
EPS-09000 – Operation Control Centre Final Version
PB
EPS-10000 – System Integration Final Version
PB
April 2014 April 2014
EPS-11000 – System Assurance Final Version
PB
April 2014
EPS-12000 – Safety and Security Final Version
PB
April 2014
EPS-13000 – Sustainability Final Version
PB
April 2014
Page | 6
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
4.
Traction Power Distribution System
RESPONSIBILITIES
It is the responsibility of all users of this document to:
Develop detailed specifications and designs based upon the principles outlined in this document;
Support all design work with back-up calculations which shall be made available to Metrolinx on request; and
Inform Metrolinx in the event of any conflict between the contents of this document and any other document produced for the Metrolinx Electrification Project.
Page | 7
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
5.
GENERAL REQUIREMENTS
5.1
General Criteria
The OCS is the complete system necessary to deliver power from the power supply equipment to the rolling stock through its pantograph, for the whole route of the project. The design of the OCS shall be based on technical, economical, operational, and maintenance requirements and shall be suitable for local climatic conditions. The minimum and maximum system design temperature is estimated to be -40 to 44 ºC. The OCS design shall be coordinated with the vehicle dynamic performance characteristics to ensure that current collection is maintained within acceptable limits. The OCS shall also accommodate the requirements of auxiliary systems associated with the rail car, such as clearance envelopes, signalling systems, and communications system. The OCS shall be designed for multiple pantograph operation at the full design speed, with pantographs spaced in accordance with the specified train consists. The OCS shall be designed to meet all operational criteria of the proposed vehicle and the vehicle-OCS interaction for current collection as specified in American Railway Engineering and Maintenance-of-Way Association (AREMA), Chapter 33. Requirements of this performance specification are applicable to mainline, yard and maintenance facility. For yard and maintenance facility specific requirements see Section 7 – Considerations for Yard and Maintenance Facility.
5.2
Design and Operational Speeds
Design of the OCS shall accommodate the maximum operational speeds of the Lakeshore and Kitchener Corridors. The maximum operating speed is 95 mph on both the Lakeshore Corridor and Kitchener Corridor. The maximum speed for the Lakeshore Corridor is based on schematic diagrams from GO Transit Current and Future Projects for Inclusion in Conceptual and Preliminary Design document and the maximum speed for the Kitchener Corridor is based on the track diagram for Weston Subdivision document. For the operational speeds in the maintenance facility see EPS-07000. Page | 8
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
5.3
Traction Power Distribution System
Climatic Data for OCS Design
The OCS design shall use the climatic data provided below. For specific load cases developed for the Metrolinx project, refer to Table 2: Load Case. Climatic data provided below are derived from CSA C22.3 No.1.
Maximum Temperature
44 °C
Minimum Temperature
-40 °C
Maximum Wind velocity
90 kph
Maximum Wind velocity, during operation
130 kph
Page | 9
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
6.
OCS DESIGN REQUIREMENTS
6.1
Load Cases
Design of the OCS shall meet the design parameters developed for Metrolinx Electrification considering climatic and operational requirements. Relevant load cases are provided in Table 2: Load Case. Table 2: Load Case Load Case
Condition
Temperature
Wind Pressure
°C
°F
N/m
2
Radial Ice
PSF
mm
in
OP1
Design
16
60
0
0
0
0
OP2
No ice
16
60
400
8
0
0
-40
0
400
8
12.5
0.5
-40
0
400
8
3.1
0.125
OP3
Ice and wind
OP4
Low temp, no wind, no ice
-25
-10
0
0
0
0
NO1
C22.31 No.1
-20
0
400
8
12.5
0.5
NO2
High wind
16
60
766
16
0
0
NO3
High temp, no wind
43
110
0
0
0
0
6.2
Notes
For messenger wire (see note in NO1)
Contact Wire 30% Worn CSA-C22.3 No.1, Table 30: Heaving Loading Area
OCS Conductors
Conductor particulars for the contact wire, messenger wire, static wire, and negative feeder wire are provided in Table 3: Conductor Particulars.
Page | 10
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Table 3: Conductor Particulars CONDUCTOR PARTICULARS SIZE
MESSENGER WIRE
CONTACT WIRE
STATIC WIRE
NEGATIVE FEEDER
4/0
4/0
4/0
556.5 kcmil
MATERIAL
COPPER
ACSR
ACSR
MAKE-UP
19 WIRES
6AL/1 STL
18AL / 1 STL
HARD DRAWN
COPPER SOLID GROOVED TROLLEY WIRE HARD DRAWN
2.6797
-
13.41
12.243
PENGUIN AL 4.77 STEEL 4.77 14.3
OSPREY AL 4.46 STEEL 4.46 22.3
107
107.4
125
297
TYPE STRAND DIAMETER (mm) OVERALL DIAMETER (mm) 2
CROSS SECTION AREA (mm ) ASTM WEIGHT (kg/m) BREAKING LOAD (N) MODULUS OF ELASTICITY (Pa) o
COEFFICIENT OF EXPANSION (/ C)
B8. CLASS B
B47
B232
B232
0.972
0.955
0.434
0.898
42776
34512
37149
60951
1.17 X1011
1.17 X1011
7.86X1010
7.86X1010
-6
-6
-6
18.9 X10
-6
17 X10
17 X10
DESIGN TENSION (N) @ 16 C
20000
11000
8000
9000
ALLOWABLE WORKING LOAD (N)
25666
20707
22289
36571
o
18.9 X10
Alternative conductor sizes can be used and shall be subject to additional analysis and calculations and shall be reviewed by Metrolinx prior to proceeding with the detail design.
6.3
Conductor Tensions
Tensions are calculated for various load cases for the contact wire, messenger wire, static wire, and negative feeder wire. Load cases are provided in Table 2: Load Case and indicative Conductor Tensions are provided in Table 4: Conductor Tensions. The Conductor Tensions values can differ from the values indicated in Table 4: Conductor Tensions, and based on the OCS design parameters, the value can be increased. The increased values shall be based on the OCS dynamic analysis and required design calculations and those shall be reviewed by Metrolinx prior to proceeding with the detail design.
Page | 11
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Table 4: Conductor Tensions
Load Case
Condition
Constant-Tension Contact Messenger Wire Wire Tension Tension kN kN
Fixed-Termination Contact Messenger Wire Wire Tension Tension kN kN
Static Wire
Negative Feeder
kN
kN
OP1
Design
11.0
20.0
8.9
13.3
8.0
9.0
OP2
No ice
11.3
20.1
9.2
13.5
8.5
10.4
-
28.1
-
21.3
16.4
25.8
OP3
Ice and wind 18.3
-
15.9
-
-
-
OP4
Low temp, no wind, no ice
11.7
21.0
9.5
14.2
15.4
24.7
NO1
C22.31 No.1
19.8
28.6
17.6
22.0
16.4
25.8
NO2
High wind
11.8
20.2
9.9
13.7
9.5
12.8
NO3
High temp, no wind
7.0
15.1
5.7
9.6
4.0
5.7
6.4
Contact Wire Height
The normal contact wire height for various alignment usages shall be: 1. 6961 mm (22.84 feet) at segregated right-of-way, at grade or elevated sections, for GO Standard Double Stack Freight. 2. 5286 mm (17.34 feet) at segregated right-of-way, at grade or elevated sections, for GO Transit Locomotive envelope. 3. Contact wire height at UP Express Spur: 5230 mm (17.16 feet) 4. Contact wire height at Union Station: TBD. 5. Contact Wire Height at Yard: Reference EPS-07000. 6. Contact wire height inside maintenance facility: Reference EPS-07000. Contact wire height at supports shall take into consideration the effect from wire sag and installation tolerances (both construction and maintenance), as well as the operating range of the vehicle pantograph.
Page | 12
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Exception to these heights shall be addressed on a site-specific basis, and subject to Metrolinx areview.
6.5
Vehicle Assumption and Pantograph Information
Vehicle data is required to calculate pantograph security, blow-off, catenary structure span, vertical and horizontal clearance. Since the electric vehicles have not been procured for the Metrolinx Electrification, there is not currently an adopted vehicle specification. In the absence of this information, this document is based upon characteristics of an electric locomotive used in the Northeast Corridor, USA, which is expected to be typical of the future Metrolinx locomotive. Figure 1: Vehicle Data provides general data for this vehicle. Electric Locomotive Class ALP-46A
Page | 13
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
General Data Track gauge Clearance gauge Type of vehicle Railway system operator Vehicle designation Years of Commissioning
1435 mm / 4 ft 8.5 in AMTRAK Electric Locomotive NJ TRANSIT (NJT) ALP-46A 2009-2011
Technical Data System voltage Train power supply Wheelset arrangement Drive system Axle load Number of traction motors Power at wheel rim Dynamic braking effort at wheel rim Maximum speed
ac 25 kV/60Hz, 12kV/25 Hz 480V ac, 60 Hz, 3ph/1000kW Bo'Bo' Fully suspended drive 23 t / 50 706 lbs 4 5.6 MW / 7500 hp 140 kN / 34 000 lbs 201 km/h / 125 mph
Dimensions and Weights Length over buffers Overall width Height over pantographs Distance between bogie centers Boogie wheel base Wheel diameter new Wheel diameter worn Mass of lococmotive
19 900 mm / 767.64" 2 950 mm / 116.4" 4 489 mm / 173.73" 10 950 mm / 431.10" 2 650 mm / 104.33" 1 118 mm / 44.02" 1 046 mm / 41.18" 92 t / 202 822 lbs
Figure 1: Vehicle Data
6.6
Pantograph Information
The pantograph data are required to calculate pantograph security, blow-off, catenary structure span, vertical and horizontal clearance. Since the electric vehicles including pantograph have not been procured for the Metrolinx Electrification, there is not currently an adopted pantograph characteristics. In the absence of this information, this document is based upon characteristics of Brecknell Willis of equivalent pantograph provided below.
Page | 14
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Manufacturer
Brecknell Willis or equivalent
Model
M 02680-01-L
Head mass
12kg
Effective dynamic mass of frame
15kg
Damping constant for head
0Ns/m
Frame damping (ascending)
95Ns/m
Frame damping (descending)
95Ns/m
Sliding friction in frame hinge
10N
Spring constant for head
3,000N/m
Static contact force
100N
Aerodynamic constant for head
0Ns2/m2
Coefficient of friction (contact wire to head)
0.15
1194 mm
2006 mm
Figure 2: Pantograph Diagram
6.7
Catenary Structure Location
Catenary structure location is determined by the horizontal clearances and criteria for span length. Criteria for span length and horizontal clearances shall be designed per AREMA Chapter 33. To determine the span length during OCS design, the designer shall consider the effects of the following:
Page | 15
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
1.
OCS conductor blow off;
2.
Contact wire height;
3.
Contact wire stagger;
4.
Contact wire mid-span offset;
5.
Contact wire stagger effect on tangent track;
6.
Contact wire deviation due to track movement;
7.
Mast deflection due to imposed loading;
8.
Vehicle dynamics;
9.
Width and sway of the pantograph;
10.
Track tolerances;
11.
OCS erection tolerances; and
12.
Pantograph security factor.
Vehicle roll into the wind shall be taken as equal to 50 percent of the maximum dynamic roll value, in accordance with AREMA Chapter 33, Part 4 – Railroad Electrification System. To minimize the possibility of harmonic oscillation in the catenary system, not more than five equal spans shall be located successively. A span that is at least 10 percent shorter shall be inserted to minimize the possibility of any sympathetic oscillation. Furthermore, in order to have effective distribution of loads on supporting hardware, adjacent span length differences shall not be more than 25 percent. The positioning of the catenary supports shall take into account the location of the rail signals in order to ensure that they remain visible at all times to the train drivers. The catenary supports shall also be coordinated with the signals to ensure that an approaching train driver does not mistake a solid signal aspect for a flashing aspect due to the periodic blocking of the signal by the catenary structures.
6.8
OCS Configuration
The mainline OCS system shall be a simple catenary, auto-tension system consisting of a contact wire supported by hangers from a messenger wire. The maximum span allowed for an auto-tension catenary shall be 65 metre (210 feet). In yards the OCS shall be a Page | 16
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
simple catenary, fixed-tension system. The maximum span allowed for a fixed-tension catenary shall be 60 metre (195 feet). At Union Station, where height is limited, a conductor rail or a catenary system (twincontacts) may be utilized instead. The catenary system inside the maintenance facility shall be attached to the building superstructure and its design coordinated with the shop designer and architect.
6.9
Catenary System Height
System height is the distance between the messenger wire and the contact wire. The system height is one determining factor for calculating structure span. As a longer structure span provides greater economy, where the aesthetic quality of the catenary is not a determining factor, a nominal catenary system height of 1.2m (4.0 ft) shall be used.
6.10 Catenary Gradients Catenary gradient is the rate at which the contact wire changes its height relative to the track elevation, if the controlled of pantograph bounce and thereby the resulting arc is to be avoided. Gradients in relation to track shall be based on the criteria in the following table; these values shall be considered absolute, and not exceeded even after all OCS tolerances have been applied:
Page | 17
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Table 5: Contact Wire Gradients AREMA Table 33-4-7. Contact Wire Gradients Description
Percent
Yard Conditions
2.30%
48 kph (30 mph)
1.30%
73 kph (45 mph)
0.80%
96 kph (60 mph)
0.60%
130 kph (80 mph)
0.50%
160 kph (100 mph)
0.40%
200 kph (125 mph)
0.30%
240 kph (150 mph)
0.20%
Over 240 kph (150 mph)
0.10%
The change in gradient from one span to the next should not exceed one-half of the value stated above. (This does not apply to yards.) Grading of the contact wire shall take into consideration absolute levels, where track grading may influence the absolute position and behaviour of the wire. Under no circumstances shall grading of a wire beyond its natural rise or fall limitations be permitted, as this would result in OCS/pantograph performance issues that would have to be addressed in order to achieve compliant acceptance.
6.11 Tension Length Limitations The length of OCS wire located between anchors is defined as its tension length, or ½tension length if taken from the mid-point anchor. The wire length is governed by the limitations imposed by the expansion and contraction due to temperature changes and the system design chosen to accommodate this change while providing suitable tensioning of the system. When defining the maximum tension length, particular attention must be paid to the along-track movement and stagger change (constant tension system) as these Page | 18
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
factors could easily affect system and operational performance and therefore require a shorter tension length. Overlaps between adjacent tension lengths shall be located and wire anchoring shall be kept away from stations wherever possible to reduce the OCS impact on aesthetics.
6.12 Overlap At the interface between two tension lengths an overlap shall be installed. Overlap shall be configured over three spans may be insulated or un-insulated depending on the sectionalizing design. An insulated overlap electrically separates adjacent tension lengths. At the ends of each length, one set of conductors is taken out-of-running (not in contact with the vehicle pantograph) connected to a balanced-weight assembly. The other set of conductors, also connected to a balanced-weight assembly, is taken in-running (in contact with the vehicle pantograph). The out-of-running and the in-running conductors shall be installed side-by-side for one-span, and are profiled such that they are level for 3 m (10 ft.). The overlap span shall ensure the pantograph transitions smoothly from one tension length to the other.
6.13 Staggers The contact wire shall be displaced laterally (staggered) from the track centreline on both tangent and curved tracks. Stagger is the deliberate lateral displacement of the contact wire at each support to the left or right of the elevated track centreline. On tangent track, the OCS is staggered primarily to achieve uniform wear of the pantograph collector strip. On curved track, the wire offset displacement achieves tangent/cord construction necessary for the straight wire catenary to negotiate the curve. Stagger for catenary on tangent track shall be maximum 230mm (9 inches). Stagger for curved track shall be maximum 300mm (12 inches). Stagger sweep is the relative stagger difference between adjacent supports. The maximum and minimum values to be applied determine evenness of wear of the pantograph and promote good current collection. The minimum stagger sweep on tangent track shall be 5 mm per metre (1/32 inch per foot) for standard spans, not
Page | 19
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
including overlaps or sectioning spans. The maximum sweep shall be 20 mm per metre (1/4 inch per foot) on tangent track.
6.14 Hangers In an OCS, a hanger is a mechanical device installed at various locations in a span between the messenger wire and the contact wire. The device is installed in various lengths calculated to take into account the messenger wire sag while holding the contact wire level. The hanger shall not be used as a conductive member; jumpers shall be used for this function. The hanger may be a stainless steel rod design which contains a loop at the messenger end which allows the contact wire to lift, without lifting the messenger wire, as the pantograph passes the hanger location. The hanger may also be a flexible strand type connected to the messenger and contact wires with clamps, with the hanger flexing as the pantograph passes.
6.15 OCS Tolerances The design and construction of the OCS shall incorporate the following construction tolerances in relation to the design parameters. The design shall be capable of functioning to all performance criteria incorporating the values given below. The values given are not considered an exhaustive list but are considered as the fundamental criteria for the OCS system. Contact wire lateral alignment
+/- 25 mm (1 inch)
Contact wire vertical alignment (at grade)
+/- 75 mm (3 inches)
Contact wire vertical alignment
+ 25 mm (1 inch)
Messenger wire lateral displacement from CW
+/- 50 mm (2 inches)
Messenger wire vertical alignment (at grade)
+/- 75 mm (3inches)
Messenger wire vertical alignment
+ 25 mm (1 inch)
OCS pole position along track
+/- 1000 mm (39 inches)
OCS pole position across track
+/- 25 mm (1 inch)
OCS top of foundation level
+/- 25 mm (1 inch)
Page | 20
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
6.16 Catenary Structures and Foundation Depending upon the location and type of catenary system, various types of supports shall be required. Catenary structures, including, poles, portal structures, portal beams, and foundation shall meet the requirements of Ontario Building Code (OBC), Ontario Electrical Safety Code (OESC), CSA and AREMA standards, including recommended safety factors. Cantilevers Cantilever support construction shall use hinged cantilevers supported on side or centre poles. The bracket used to attach the cantilever to the pole shall be fitted with hinge pins to allow for the constant tension catenary along-track movement due to variations in temperature. The hinged cantilever shall also be used for the variable tension catenary system. The registration arm shall allow free, unrestricted uplift of the pantograph, while maintaining suitable mechanical clearance under all operating conditions. Cantilevers shall be suitable for the loads imposed on them while being in keeping with Metrolinx aesthetic objectives. See Figure 3: Cantilever Structure for Single Track and Figure 4: Cantilever Structure for Double Track.
Page | 21
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 3: Cantilever Structure for Single Track
Page | 22
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 4: Cantilever Structure for Double Track
Portals At multiple track locations where cantilever frames are not practical, portal structures should be used. Portal beams spanning more than four tracks may require truss-type structures, depending on the loads from the catenary. See Figure 5: Portal Structure for Multiple Tracks and Figure 6: Portal Structure for Multiple Tracks with Cantilever.
Page | 23
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 5: Portal Structure for Multiple Tracks
Figure 6: Portal Structure for Multiple Tracks with Cantilever Page | 24
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Poles and Foundations OCS support poles shall be designed for local conditions and urban design requirements. Side pole construction shall be preferred but centre pole construction (where track centre spacing permits) is acceptable. Pole locations and design shall be coordinated with ac feeder locations and track design. Pole heights for each pole type shall be as uniform as practical, to limit the number of required spares, but shall be based on a value of no more than 500 mm (20 inches) pole height above the top mast bracket. Exceptions shall be considered only when a standard pole height is deemed perceptibly inappropriate, on a case-by-case basis. Poles shall support a simple constant tensioned catenary or a simple fixed tension catenary. Pole finish shall be in accordance with Metrolinx design criteria. All poles, except those on existing overpass or underground structures, shall be installed on reinforced concrete foundations by means of embedded bolts. On bridges and viaducts poles shall be supported by means of anchor bolts installed through the deck or cast into piers. Poles shall be grounded by connecting the pole to a new static wire (ground wire) connected to the pole. Foundation design shall be coordinated with the track designers and underground utilities, and shall meet all applicable structural, geotechnical, and other environmental requirements. The design and construction of pole foundations and guy anchor foundations shall conform to established geotechnical and structural engineering practices, as well as applicable codes and standards. The foundations shall be reinforced concrete and shall be capable of withstanding the design load imposed during installation, operation, and maintenance. Foundations shall be designed to limit the total effect of foundation rotation and pole deflection during train operating conditions to 50 mm (2 inches) at the contact wire level but in specific locations 40 mm (1.6 inches) shall apply. Foundation and pole design shall not be based on balanced OCS loading as a permanent condition, because construction and maintenance activities and sequencing may impose a more onerous loading case.
Page | 25
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 7: Foundations for Pole and Guy Anchor
6.17 Catenary Station Arrangement OCS arrangements in stations will have to be adapted on a case by case basis during future design phases in interface meetings between station architects and OCS engineers.
Page | 26
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
6.18 Catenary Tensioning Weights shall be used as the means of achieving the constant tension OCS system. Balance weights in general should be located outside the poles providing constant tension for the operating temperature range of the system. If weight stops are used, the consequential hogging of the OCS system should be defined within the design and a dynamic analysis should be performed to ensure adequate performance can be achieved under the most onerous conditions such as maximum train speed, high wind and other load cases identified in Table 4. A use of midpoint anchors shall be allowed to prevent excessive movement towards either of the balance weight assemblies. The direct termination of a conductor under tension to a pole, beam or wall shall be allowed at dead-ends. See Figure 8: Balance Weight Assembly and Figure 9: Fixed Termination.
Figure 8: Balance Weight Assembly
Page | 27
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 9: Fixed Termination
6.19 Horizontal Clearance Per AREMA Chapter 28, Clearances, the minimum clearance from centreline of track to face of OCS poles shall be 2.547 metres (8 feet 4-1/4 inches), as indicated in Figure 10: Back-to-back Cantilever Structure to Show Horizontal Clearance. This value shall be increased on curve 25 mm per degree.
Figure 10: Back-to-back Cantilever Structure to Show Horizontal Clearance
Page | 28
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
6.20 Electrical Clearance Per AREMA Manual Chapter 33, Part 2, Table 33-2-2, clearances shall be maintained between energized parts of the OCS, vehicle to grounded structures, or ground parts of the vehicle, as well as from ancillary conductors to ground structures. Clearances between energized catenary and grounded structures or vehicles: 25 kV ac
Static
Passing
Normal Minimum
270 mm (10.5 inches)
205 mm (8 inches)
Absolute Minimum
205 mm (8 inches)
155 mm (6 inches)
For clearance between 25 kV negative feeders and energized catenary is 50 kV as the two voltages are 180 degrees out of phase:
50 kV ac
Static
Passing
Normal Minimum
535 mm (21 inches)
410 mm (16 inches)
Absolute Minimum
410 mm (16 inches)
305 mm (12 inches)
Static clearance is the clearance between the catenary system and any grounded structure when not subject to pantograph pressure. Passing clearance is the clearance between the catenary system or pantograph and an overhead structure or vehicle under actual operating conditions with the vehicle moving. All design shall be based on the Normal Minimum as a starting point. Only a) in circumstances where the Normal Minimum cannot be achieved, and b) with the acceptance of Metrolinx, can the Absolute Minimum values be adopted. Sag (droop) shall be considered in calculation of the clearance between the rolling stock and the contact wire.
Page | 29
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
6.21 Safety Clearance For safety, all conductor clearances shall meet the requirements of Canadian Standards Association (CSA) C22.1 – Overhead System.
6.22 Clearance to Vegetation Based on the requirements stipulated in European Standards (EN) 50122-1:2011 Clause 5.2.6, trackside vegetation shall be managed, such that there is no overhanging vegetation and that a minimum clearance of 2.5 metres (8 feet) is maintained between the vegetation and energized parts of the OCS at all times and under all climatic conditions.
6.23 Catenary Grounding Catenary grounding requirements are provided in EPS-03000 Grounding and Bonding.
6.24 Catenary Section Insulators The section insulator (SI) is a device installed in the catenary system for electrical separation of two electrical feeds while allowing for the passage of a vehicle pantograph, such as in a crossover between two adjacent tracks. The SI is designed to take into account all of the required electrical clearances necessary for the system voltage. The SI shall consist of an insulator located in the messenger wire above an insulator located in the contact wire immediately below it. The contact wire insulator is designed to allow passage of a vehicle pantograph across it. To ensure continuous current collection during the pantograph passage, the SI unit contains a side runner located on each side of the unit; the side runners overlap. To ensure correct alignment of the unit, adjustable hangers are installed from the messenger wire to the lower section of the unit. The section insulator (see Figure 11: Section Insulator) shall be suitable for use on a high-speed auto-tension catenary system. The section insulator shall accommodate multiple pantograph passes at speeds from zero to the maximum operating speed.
Page | 30
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Figure 11: Section Insulator
6.25 Switching Stations and Parallel Stations Switching Stations (SWS) General: The SWS interfaces the feeding sections of adjacent Traction Power Substations (TPS). At SWS installations, electrical energy can be supplied to an adjacent but normally separated electrical section during contingency power supply conditions. For a typical layout of SWS, see EPS-01000 Traction Power Supply System. Connection: The ac voltages on either side of any SWS shall usually be of different phases, and even if the voltages have the same phase sequence, the angular displacement may be different. Thus the SWS shall include a phase break. In normal operations the phase break shall be open, isolating the two feed sections. Autotransformers (AT) shall be connected on either side of the phase break, one AT per side, serving as the last AT of the respective feed section.
Page | 31
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
The catenary and negative feeder (NF) buses shall be connected in turn to the primary winding terminals of the AT via a two-pole circuit breaker. The AT winding centre tap shall be connected to a neutral bus, which shall be locally grounded and connected to the running rails of both tracks (through impedance bonds as required) and to the static wires. Configuration: The SWS equipment shall include station’s electrical infrastructure, switchgear with 25 kV circuit breakers, metering and protection device, as well as motorized disconnect and bypass switches, lighting arrestors, etc. These shall be in a configuration that allows isolation of an AT in case of problems, and as required for maintenance. The SWS design shall provide for electrical continuity across the phase break in contingency operations. In the event the TPS on one side is out of service, the TPS on the other side of the SWS shall be used to provide power to the sections normally served by the out-of-service TPS. To achieve this, the catenary and NF on both sides of the SWS shall be interconnected by closing normally open (N.O.) tie circuit breakers. Furthermore, N.O. trackside, motorized, load-break disconnect switches shall be installed at the SWS phase break to provide for electrical continuity in emergency conditions between the OCS and NF, respectively, on either side of the phase break. In order to prevent inadvertent bridging of feeds from two different substations, suitable interlocking shall be provided between the tie-breakers and the phase-break bridging disconnect switches at the SWS, and the circuit breakers of adjacent substations. Paralleling Stations (PS) General: The PS is a facility featuring an AT as a part of the 2x25 kV TES, station’s electrical infrastructure, switchgear with 25 kV circuit breakers, metering and protection device, as well as motorized disconnect and bypass switches, lighting arrestors, etc. The PS helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The AT installed along the line in the PS steps down the 50 kV nominal voltage between catenary and negative feeder to the 25 kV level between catenary and running rails. Similar to the Traction Power Substations, the number and locations of the PS for the Kitchener, Lakeshore, and UP Express corridors of the Metrolinx rail network have been determined based on the results of a traction power study, and by taking into account environmental and real estate considerations. For a typical PS layout, see EPS-01000 Traction Power Supply System.
Page | 32
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
AT Connection: One AT serving all tracks shall be installed at each PS, along with a line-up of medium voltage switchgear containing separate buses for connections to the catenary and NF circuits. The switchgear shall include single-pole 25 kV catenary circuit breakers and NF circuit breakers, and a double-pole 50 kV AT circuit breaker. The catenary and NF conductors shall be connected to the switchgear buses via no-load type motorized disconnect switches and the switchgear. The catenary and NF buses shall be connected in turn to the primary winding terminals of the AT via a two-pole circuit breaker. The AT winding centre tap shall be connected to a neutral bus, which shall be locally grounded and also connected to the running rails of both tracks, through impedance bonds as required, and to the static wires. PS Configuration: An OCS sectionalizing gap of the overlap type shall be provided at the PS. A common bus paralleling the catenary system of all tracks on both sides of the sectionalizing gap in normal configuration shall be provided. If a PS is serving only two main tracks, this configuration shall result in four single-pole circuit breakers for the OCS bus. Similar arrangements shall be provided for the NF side, where the negative bus shall be connected to the two along-track feeders via four single-pole circuit breakers. In the event the entire PS, including the buses, is out of service or taken temporarily off line, N.O. motorized load break bypass switches shall be installed at the sectionalizing gap to provide for electrical continuity of the catenary system and NF circuits. See EPS-01000 Traction Power Supply System.
6.26 OCS Sectionalizing The catenary is divided into electrical sections for maintenance and operating purposes. On main line sections electrical sectioning is normally provided by insulated overlaps. On other sections or deviated tracks, high speed section insulators can be used. The continuity of the electrical sections of the catenary is performed by using normally closed disconnect switches. Disconnect switches will be motorised in the main line. For more information, please see EPS-01000 Traction Power Supply System.
6.27 Negative Feeders 25 kV negative feeders will be attached to the OCS poles. Page | 33
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
In 2x25 kV areas, the line will be equipped with negative feeders supplying the autotransformer substations. In single track areas only one negative feeder will be used. In two-track or multi-track area two negative feeders will be used, one on each side of the tracks. The negative feeders are generally placed on the field side (except on viaducts). When the feeder is placed on the track-side (on viaducts or in some other specific cases), the poles are lengthened to provide clearance to the OCS.
6.28 Disconnect Switches Disconnect switches on the mainline shall be load break motor operated. Yard disconnect switches shall be load break manually operated switches. Disconnect switches shall be pole mounted and equipped with locking mechanisms to guard against unauthorized operation.
6.29 Phase Break Phase breaks are insulating units installed in the OCS system that achieve electrical phase separation while allowing physical continuity of the contact wire for the passage of a pantograph. The Phase Break is used to separate different catenary electrical phase sections. The Phase Break shall be a non-bridging type (either air gap or section insulator) with suitable arcing horns and arc trap. The Phase break shall be suitable for use in a high-speed auto-tension catenary system, and shall accommodate multiple pantograph passes at speeds from zero to the maximum operating speed. The Phase Break may operate with the centre section grounded or a floating centre section. Phase breaks must be located away from passenger stations, signals, or any location where a train may stop, as the train must coast through the phase gap at a reasonable speed for optimum operation. Phase breaks should also be located on level, tangent track if possible. Signs are required to alert the train operator to power down prior to entering a phase gap.
6.30 Overhead Bridges At existing overhead bridges, clearances from top of rail to the underside of bridges shall be surveyed to ensure that adequate vertical clearance is provided. Vertical clearance is Page | 34
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
predicated upon the height of the vehicle, the electrical (air) clearance, the height of the catenary, catenary tolerance, track tolerance, bridge structure tolerance (for a new overhead bridge), and (where required) flash plates. Criteria for determining minimum vertical clearance are provided in AREMA, Chapter 33, Part 2 – Clearances. To achieve sufficient clearance at overhead bridges, grading the catenary system height down while maintaining a level contact wire is an option. Provision shall be made at bridges to allow for proper grounding of OCS support steelwork. Whenever practicable, OCS assemblies shall not be attached to an overhead bridge. If the bridge width or reduced clearances dictate that OCS assemblies must be attached, then the quantity should be minimal. To minimize pantograph bounce and consequent loss of power, a soft resilient assembly type should be installed. A clearance study shall be performed at each bridge to determine that clearances are adequate. Loading on the bridge shall be identified and provided to the bridge owner to receive suitable acceptance prior to any construction activity at the bridge. Any locations requiring reduced electrical clearance below the minimum standard shall be communicated to Metrolinx and reviewed for acceptance. Fibreglass sheets may be used as an option to provide insulation. See Figure 12: Clearance Diagram for GO Standard Double Stack Freight and Figure 13: Clearance Diagram for GO Vehicle.
Page | 35
ELECTRIFICATION PERFORMANCE SPECIFICATIONS Final Version – April 2014 EPS-02000
Traction Power Distribution System
Normal Minimum Metric Imperial (mm) (in)
Absolute Minimum Metric Imperial (mm) (in)
Flash Plate CA = Static Electrical Clearance for OCS Components T1 = OCS Tolerance (above) =
0 270 25
0 10.5 1
0 205 13
0 8 0.5
D = OCS Depth
160
6.25
160
6.25
25
1
13
0.5
PA = Passing clearance for OCS Components (See Note 4) 205 B = Vehicle Bounce (Assumes B included in Y) 0
8 0
155 0
6 0
T2 = OCS Tolerance (below) =
Y = Static vehicle load height
6706
264 (22'-0")
6706
264 (22'-0")
T3 = Track maintenance tolerance Track Lift Total
25 0 7416
1 0 291.77 24' 3-3/4"
13 0 7265
0.5 0 285.77 23' 9-3/4"
Clearances calculated based on AREMA Chapter 33, Part 2- Clearances with clearance envelope in GO Design Requirement Manual. Notes: 1. For new bridges, add construction tolerance (20mm.) 2. Flash plates to be installed on all concrete bridges. 3. No allowance included for track lifts. 4. CA should be used if B
