gm/rt1001: classic 750v d.c. 3rd rail electrification ... iss 1.pdf · railway grou~ standard...

Railway Group Standard

Issue One

Date June 1995

Submitted by

...................................................................................................................................................................................... K J Thompson Nominated Responsible Manager

Approved by

....................... "....................--..r...".........r............................................. C P Boocock Chairman, Electrif~cation and Plant and Traction and Rolling Stock Subject Committees

Authorised by

............................................................................................................... J R Mitchell Controller, Safety Standards

Classic 75

Electrification ystem and T&RS arameters to

Ensure

Synopsis This standard contains the parameters of the classic 750V d.c. 3rd rail electrification system and T&RS which are necessary for interworking.

This document is the property of Railtrack PLC. It shall not be reproduced in whole or in part without the written permission of the Controller, Safety Standards, Railtrack PLC.

Published by Safety & Standards Directorate Railtrack PLC Floor 2, Fitzroy House 355 Euston Road London NW I 3AG

@Copyright 1995 Railtrack PLC

Signatures removed from electronic version

Withdrawn Document Uncontrolled When Printed

Railway Grou~ Standard

Classic 750V d.c. 3rd Rail Electrification System and

T&RS Parameters to Ensure Interworking

Section

Part A

GM/RT i 00 I

Issue One

Date Iune 1995

Page I of 16

Gmtents

Description Page

Issue record 2

Responsibilities and distribution 2

Implementation 2

Health and safety responsibihcies 2

supply 2

Part B

I

2

3

4

5

6

7

8

9

10

Appendices

A

B

cD

E

F

Purpose 3

Scope 3

Definitions 3

General 4

Voltage 4

Limitations on line current 5

Fault levels 5

Impedance of the d.c. system 5

Requirements for regenerative braking 5

Mechanical parameters 6

System description 8

Typical electrical opetating area diagmm II

Positioning of the conductor rail 12

Double slope conductor rail ramp dimensions 13

Single slope conductor rail ramp dimensions 14

Arrangement of side ramps 15

References 16

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RAILTRACK I



GM/RT i 00 I

Issue One Classic 750V d.c. 3rd Rail Electrification System andDate June I995 T&RS Parameters to Ensure InterworkingPaRe 2 of 16

Issue record

Part A

This standard will be updated when necessary by distribution of a complete :11

replacement.

Amended or additional parts of revised pages will be marked by a vertical

black line in the adjacent margin.

Issue Date Comments

I June 95 Original document

Responsibilities anddistribution

Controlled copies of this standard shall be worked to by anyone

responsible for specifying and/or designing Traction and Rolling Stock

(T&RS) vehicles for use on the classic 750V d.c. 3rd rail electrification

system on Railtrack controlled infrastructure.

Implementation

Health and SafetyResponsibilities

The provisions of this standard are mandatory and apply from 5th August

1995.

,-

In authorizing this Standard, Railtmck PLC makes no warranties, express

or implied, that compliance with all or any Railway Group Standards is

suficient on its own to ensure safe systems of work or operation. Each

user is reminded of its own responsibilities to ensure health and safety at

work and its individual duties under health and safety legislation.

supply Controlled or uncontrolled copies of this standard must be obtained from

The Catalogue Secretary, Safety and Standards Directorate, Railtmck PLC,

Floor 2, Fitzroy House, 355 Euston Road, London NW I 3AG.

2 RAIL TRACK



GM/RT 100]

Classic 750V CLC.3rd Rail Electrification System and

T&RS Parameters to Ensure Interworking

Part B

Issue One

Date Iune 1995 ,

Page 3 of 16

I Purpose 1.I This standard defines the parameters which are necessary for

compatibility and mterworking of the classic 750V d.c. 3rd rail

electrification system and its associated T&RS.

z Scope 2. I The content of this standard is applicable to the classic 750V d.c. 3rd

rail electrification system, as described in Appendix A, and the T&RS which\ draws current from and/or injects current into this system.

3 ~efmitions 3. I Classic 750V d.c. 3rd rail electrification system The system

of top contact third rail current collection installed prior to I st April 1994.

3.2 Train One powered vehicle or any combination of powered and

non-powered vehicles operating on Railtrack controlled infrastructure.

3.3 EMU An Electric Multiple Unit (EMU) is a group of vehicles

including at least one motor vehicle and forming the smallest self contained

unit, indivisible in service, of a multiple-u’nit train opemting on Railtrack

control led inftastru cture.

3.4 Regenerative braking A btaking system wh]ch returns energy s..,

to the ttaction supply system, where it may be absorbed by other trams.

3.5 Auxiliaries Electrical loads in circuits separate from those

providing traction power.

3.6 Voltage U The potential at the trains current collector, measured

between the supply conductor and the return conductor. The values given

in Table I are mean d.c. voltages and assume that the electrification system

is being operated normally with no maintenance outages or electrical faults.

(Reference prEN 50163)

3.7 Nominal voltage Un The designated value for the system.

(Reference prEN 501 63)

3.8 Highest permanent voltage U~=l The maximum value of the

voltage likely to be present indefinitely. (Reference prEN 50 163)

3.9 Highest non-permanent voltage U~=z The maximum value

of the voltage likely to be present for maximum of 5 minutes. (Reference

prEN 50 163)

3.10 Lowest permanent voltage U~i.l The minimum value of

the voltage likely to be present indefinitely. (Reference prEN 50 [63)

,

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GM/RT 100 I

Issue One Classic 750V d.c. 3rd Rail Electrification System andDate June 1995 T&RS Parameters to Ensure InterworkingPage 4 of 16

~.] I Long-term overvoltages The variation with time of the

ratio U/Un ISidentified by the following relation:

with

t = time in seconds (0.02 < t <2)

A = 0.0745

The value of K has been calculated for d.c. systems as 1.264 so that the

value of U at t = 2s is U~U1.

Note that the short range where Um=2 > U, the value of Um=2 prevails

over the value of U given by the above mentioned relation. (Reference

prEN 50 163)

4 General 4. [ The system and T&RS shall be designed and maintained within the

parameters given in this standard.

s VOlti3ge 5. I At traction substations, the incoming supply is transformed and

rectified, using 6 or 12 pulse rectifiers, to provide the d.c. traction supply.

The positive pole is connected to the conductor rails through high speed

circuit breakers. The negative return is via the running rails. The two

nominal system voltages are detailed in Table 1.

Nominal Lowest Highest Highest

voltage permanent permanent non-permanent

voltage voltage voltage

u“ U~i.1 Umax, u max2

660 400 900 900750 400 900 900

Table I

5.2 There will be voltage transients substantially higher than chose in

Table 1. The actual values of voltage txmsients and their duration depend

upon the interaction between the load and the power supply. Voltage

transients can also be genented by lightning strikes.

5.3 After a conductor rail has been isolated the voltage fed back into

the system by a collector shoe in contact with the isolated rail shall be

reduced to 60V or less w[thin a minute.

5.4 Re-energisation of tmction equipment shall be inhibited until the

Ime voltage at the conductor rail ISabove 450V.

5.5 The T&RS designer shall take account of the effects of

mterruptlons to the supply.

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Railway Grouv Standard

Classic 750V d.c. 3rd Rail Electrification System and l-e One

T&RS Parameters to Ensure Inter-working Date Me 1995Page 5 of 16

6 Limitations on line 6. I The maximum direct current that can be taken by each train,

current including the current used by the train auxiliaries, is route specific and shall

be obtained from Railtrack.

6.2 Itmaybe necessary for the train to automatically adjust the line

current so that, if the line voltage falls below 600V, the maximum line

current, mcludmg the train auxiliary current, is reduced in proportion to

the reduction m voltage below 600V. The necess]ty for this is route

specific and details shall be obtained from Railtrack.

7 Fault levels 7. I The maximum prospective short circuit current could be 200kA.

This current is interrupted approximately 20ms after the initiation of the

fault by which time the current may have reached 64kA. The maximum

rate of rise is typically I 0,000A/ms.

7.2 For a short circuit remote from a substation, the peak current is

typically 4kA, interrupted 150ms after the initiation of the fault. The

minimum rate of rise is 60A/ms.

7.3 Under normal operating conditions a short circuit may result in a

combination of the effects described in 7. I and 7.2 because the electrical

sections are normally protected by circu]t breakers at both ends.

7.4 Control room instructions allow reclosures of the circuit breaker

in order to re-energ[se the system.

8 Impedance of the 8. I The d.c. system impedance is route specific and details shall be

d.c. system obtained from Railtmck.

9 Requirements for 9. I Regenerative braking is not permitted in some areas covered by

regenerative braking the scope of this standard. Information relating to regenerative braking

can be obtained from Railtrack. Where it is permitted the following

requirements apply to trains.

9.2 Regeneration voltage shall not exceed 900V at the collector shoe.

9.3 Automauc detection shall be provided to measure line current and

Ime volrage. Regeneration shall cease within 100 ms if the impedance of

the conductor rai~as seen from the shoegear is less than the value defined

by the load line in Appendix B. The impedance corresponding to the load

line shall be adjustable in the range 0.05 to 0.2 ohms per train with an

accuracy of f3%, including all transducers. The impedance for a particular

route is available from Railtrack.

9.4 Regenerative braking shall not be attempted if the hne voltage is

less than 450V. If regenerating already, the equipment shall cease to

regenerate if the voltage falls below 400V.

..

‘,

,, ,

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GM/RT 100]

Issue One Classic 750V d.c. 3rd Rail Electrification System andDate June 1995 T&RS Parameters to Ensure lnterworkingPage 6 of 16

9.5 The train shall not regenerate if the train is the only source of

supply to the conductor nil.

9.6 Safe methods of isolation of the regenerative btaking system shall

be provided to allow instantaneous isolation and to prevent operation in

areas where regenerative braking is not permitted.

10 Mechanical 10.I The minimum height from the running rail to the lowest point of

parameters any collector shoe under all dynamic conditions shall be not less than

25mm. (reference GM/ll_O 10 I )

10.2 The infrastructure controller shall monitor the relationship

between the conductor rail and the running rail within design tolerances to

ensure safe operation of the collector shoe. Appendix C shows the

relative positions of the conductor tail and the running rail.

10.s At each end of a conductor rail section the contact surface is

ramped down as shown in Appendices D and E.

10.4 The slope of an unworn side entry ramp is I in 12 and the ,

maximum allowable speed over side entry ramps is 32 km/h in the facing

direction. For arrangement of side tamps see Appendix F.

10.5 The impact forces on all conductor rail ramps shall not be more

than 1500N.

10.6 The material of the contact face of the collector shoe shall be such

that the electrical erosion or sliding wear of the conductor rail contact

surface is as low as reasonably practicable.

10.7 The maximum designed static contact force shall be 300N between

the collector shoe and the conductor rail.

10.8 The maximum collector shoe dimension shall be 356mm x 10 Imm.

10.g The collector shoe shall be horizontal when applied to the

conductor nil at the nominal height of 76mm above running rail level. The

leading edge of the collector shoe shall, when new, present an angle of 90°

to the conductor rail in order to promote cleaning of the conductor rail

contact face.

10.10 The collector shoe shall be designed such that should it be

impacted by a large enough force to cause failure then that failure shall be

designed to occur in a safe predetermined manner.

10. I I After such a failure the risk of fouling the 3rd rail, running rail or

wheel/rail interface shall be minimised.

.:

6 RAILTRACK



T&RS Parameters to Ensure Inter-working


GM/RT 100 I

Issue One

Date June 1995

Page 7 of 16

10.12 The electrical connection between the vehicle and collector shoe

shall likewise fail safely with the electrical connection being severed at a

safe predetermined point and all live parts being securely retained.

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GM/RT i 00 I

Issue One Classic 750V d.c. 3rd Rail Electrificatio~ System andDate June 1995 T&RS Parameters to Ensure InterworkingPage 8 of 16

Appendix A

System description A./ Power for the d.c. traction system is taken from the Electricity Supply

Industry, generally at 33kV, 3 phase, at intervals of30 -45 km. Although a few

individual supplies are taken, in most cases power is distributed to the traction

substationsvia a 3 phase cable network provided for that purpose.

A.2 Traction substationsare normally placed between 5.5 and 8.5 km

apae with intermediate track paralleling huts to improve the voltage profde and

to halve the lengths of electricalsections,thus achieving adequate discrimination

between the maxtmum load currents and the mimmum short-circwt currents. If

the rectifiers at a substation are out of service the d.c. circuit breakem continue

to keep the conductor rails connected in parallel. On some routes, intermediate

track paralleling huts are not prowded, and substation spacings are generally

shorter.

A.3 The voltage on the 3 phase distribution system is kept between 85%

and / /O% of the nominal level.

A.4 Voltage spikes of up to 5kV can occur on the conductor rail.

A.5 The clearance time of a close-upshort circuit is approx. 20ms, the peak

values of the voltages mentioned above are maintained for / or 2ms.

A.6 During distant short circuits,voltagessimilar to close up short circuits

are generated except that the peak voltage may be sustained for 50-80ms.

A 7 Under normal operating conditionsa short circuit may result in a

combination of the efects describedin A.4, A.5 & A.6 because the electrical

sectionsare normally protected by circuit breakers at both ends.

A.8 I &traneous voltages at various fi-equenciesrelated to the 50Hz a.c.

supply and the rectified d.c. ripple frequency may appear on the conductor rail

supp/y. Under fault conditionsit is possiblethat the rectifiers used for producing

the 750V d.c. will produce abnormal waveforms.

A. 9 No general protection is provided on the d.c. traction system against

hghtningover-voltages. Most substationshave surge absorbers, set at about 3.5

k~ to protect the rect@ers.

)

8 RAIL TRACK



GM/RT ! 00 I

Classic 750V d.c. 3rd Rail Electrification System and Issueone

T&RS Parameters to Ensure Interworking Date June1995Pa~e 9 of 16

A./ O The value of impedance depends on the number of rectifiers m parallel,

the ratings of the rectifiers,impedance of the three phase distribution system, the

type of conductor rad, the type of running rails and the physical configuration.

Some typical values are shown below.

a) The source impedance measured at the d.c. busbar is between 2.5 and 20

milliohms (mQ). A typical value for a single 2..5M W rectifier is /2 mK2

b) Conductor rails

The resistanceper unit length of rail depends on the type of rail and the degree

of wear and corrosion. For standard steel rails the range from new 74 kglm rail

to fully worn 50 kg/m is 12 to 27 mK?/km. The resistance normally taken for

the calculation of the fault levelsis 16 mL21km.

High conductivitycomposite aluminiumlsteel rails have a typical resistance of 7

mtikm. Wear of the steel su$ace has no practical efect on the resistance of

the rail and shall be ignored.

c) Running rails

The resistance per unit length of rail depends on the type of rail and the degree

of wear and corrosion. Far a single rail, the range from new 60 kglm rail to fully

worn 47 kglm rail is 29 to 40 m.f21km.

For the calculation of the fault levels,the running rails are assumed to be half

worn. The crosssectional area of fully worn rail is 85% of the area when new.

Ta arrive at the resistance per unit length of a singletrack it is necessary to

know whether one or both running rails are available for the traction return

current; i.e. whether singlerail or double rail traction return track circuits are

used.

Where single rail trati”on return track circuitsare used, resistance of 32 mfl per

single track km is used for .56.4 kglm running rail.

For double rail traction return track circuits, a resistance of 19 m(2 per single

track km is assumed. This figure includes an allowance far short sectionsof

single rail track circuitswhich occur at points and crossings.

d) The inductance of the “out and back” loop is typically 2.2 -2.5 mH/km of a

two track railway.

A. [ / Lengthsaf conductor rad vary between 5m and 550m. Each section of

conductor rail ISanchored at a central point to prevent along track movement.

.!,

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GM/RT 100 i

Issue One Classic 750V d.c. 3rd Rail Electrification System andDate June 1995 T&RS Parameters to Ensure Inter-workingPage 10of 16

A./ 2 The conductor rail is supported by insulators at intervals which vary

between approximately 2.6m and 6. I m providingvertical support and lateral

restraint only. The insulatorsare mounted on the sleeper ends and itshould be

noted that the passage of the wheelsets over the sleepers of the track with

ballast formation may temporarily remove vertical support to the conductor rail.

A./3 The 750V d.c. 3rd rail electrificationsystem has a number of

interruptions of electrical supp/y to trains. This is because of gaps in the

conductor rail which suppliesthe electricityto the trains. The gaps occur at

crossingswith roads, footpaths, etc., and at rail crossingsand junctions. Not

everygap resultsm an interruption of supply to a train as this depends on the

distance between collector shoes which are electrically interconnected on a

particular train.

A./ 4 Other interruptions to the supp/y maybe caused by contaminants on

the conductor rail.

A./ S All collectorshoesare likely to bounce when hitting the conductor rail

ramp and this may effectively extend the interruption of supply.

A./ 6 Itis, therefore, advisable to examine very carefully the efiect of gaps in

the conductor rail on the traction perjlormance af any new train or service taking

into account all these efects.

A./ 7 It should be noted that where collectorshoes are connected together,

then the interconnetiions could carry all or a propotiion of the current carried by

the conductor rail.

A./ 8 It should be noted that where axle referenced shoegear is used, the

variation in shoe height with respect to the conductor rail is minimised. Also, if

the upper and lower height limit stops are axle referenced, the shoegear is more

easily controlled and remains more stable during operation.

10 RAIL TRACK



GM/RT 100!

Classic 750V d.c. 3rd Rail Electrification System and I=ue One

T&RS Parameters to Ensure Interworking Date june1995Pazellof16

Appendix B

Typical electrical operating area diagram

0.2Q

\

o.14f2 \

\ \

\ \

o.IQ,

\

0.07s3\

\\

0.05s.3

‘\

‘\ \

\ \

\ \\ \

\ \

\\

\\

\

-\\

\

.+ . \\’.’,\

\:,:\ ‘\-.Impedancevaluesperttin ‘ - ‘..\\/(variable between 0.05S2aml0.02Q) > = . \ \,\

1 >,,

Hill.

kA 65432 10

Current returned to conductornil when regimenting

tine voltage

900

8Q0

700

PWmr600

500

400

300tine current.

200/

/

tape= bdOW 600V

/100 /

/

/

12345 H IcA

CurrenttakenAm motoring

Notes:

The current shown when regenemting is the total line current. The regenerated

traction current can be higher if the coral current is measured.

——————— Load line

O.IC?example setung.

RAIL TRACK II


Railway GrouD Standard

GM/RT 100 IIssue One Classic 750Vd.c. 3rd Rail Electrificaticm System andDate June 1995 T&RS Parameters to Ensure InterworkingPage 120f16

Appendix C

Positioning of the conductor rail

Maximum dynamiclateral excursion

405 I-204 bII

@ Conductor rail level.,.

E! o

c

XL: ‘Unning“i’ ‘eve’,$ k)

Location of collector shoe,

1

,

I

I

r

/,, \’

Location of conductor rail

* The static dimension defines the hmits of conductor rail installation

** The dynamic dimensions indicate the upper and lower positions of the conductor rail top surface and the

contact face of the collector shoe due to the dynamic effects of both the train and the track and defines

the limits between which the shoegear will be required to make current collection.

12 RAIL TRACK


Railway GrouD Standard

GM/RT 100 I

Classic 750V d.c. 3rd Rail Electrification System and lSSUeOne

T&RS Parameters to Ensure Intenvorking Date June 1995Paze130f 16

Appendix D

Double slope conductor rail ramp dimensions

Direction of Direction of

travel (trailing) travel (facing)4

Top of slope ,

380 * ~/ A B* + *

m in 1

Ist insulator

Support

Ramp A a Slope B b Slope

type

Facing 2400 50 1:48 600 76 1:24

Trallmg 1800 50 1:36 600 76 1.24

Terminal 1500 50 1:30 300 76 1:12

approach

I :48 becomes I :30 because of wear of the conductor rail

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GM/RT 100 iIssue One

Date Iune 1995


T&RS Parameters to Ensure InterworkingPaEe140f 16

E

Single slope conductor rail

Direction of

travel (trailing)

ramp dimensions

Direction of

travel (facing)4

Top of slope

&“ AE-

m in

4Ist iniulator

l’Q--

380 :;:O

Support

Ramp type A a Slope

Running hne end 3050 64 1:48

Low Speed 1830 64 1:30

I :48 becomes 1:30 because of wear of the conductor rail

14 RAIL TRACK

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GM/RT 100 I

Classic 750V d.c. 3rd Rail Electrification System and issueOne

T&RS Parameters to Ensure Interworking Date June1995

Page 150f16

Appendix F

Arrangement of side ramps

xl

/

,$%

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GM/RT 100 I

Issue One Classic 750Vd.c. 3rd Rail Electrification System andDate June 1995 T&RS Parameters to Ensure InterworkingPage 160f 16

References

Reference Location

EHQ/sT/c/50 I d.c. Electrified lines - Electric track equipment standards Appendices C, D, E,& F

GM/ll_OIOl Clearance requirements for electrified lines and T&RS 10.1

prEN 50163 Draft European Standard - Supply voltages of traction 3.6 to 3.1 I

systems (possible replacement for BS 757 I: 1992

specification for supply voltages of traction systems)

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