POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
CHAPTER 8
POWER SUPPLY AND OVERHEAD CATENARY SYSTEM
8.1
Feeding Technology
Since the Tokaido Shinkansen started commercial operation in Japan in October 1964, the
Sanyo Shinkansen, Tohoku Shinkansen and Joetsu Shinkansen also entered service one
after another. In recent years, the Hokuriku Shinkansen (Takasaki-Nagano) was launched
in 1997, followed by the Kyushu Shinkansen (Yatushiro-Kagoshima-Chou). The operation
of these Shinkansens has been very successful.
The system being proposed here is the latest system and is highly reliable. It combines the
proven technology of Japanese Shinkansen developed over many years and the cutting –
edge technology of power electronics, which has made tremendous advances in recent
years.
8.1.1 Voltage of Overhead Contact Lines
Table 1.1 shows the voltage of overhead contact line for the TM HSR proposed.
Table 1.1 Voltage of Overhead Contact Line
Classification
Voltage
Highest Voltage
27.5 (kV)
Standard Voltage
25 (kV)
Lowest Voltage
22.5 (kV)
Instantaneous lowest voltage
20 (kV)
8.2 Feeding System
Electricity is supplied to the electric rolling stock through overhead contact lines and rails for
operation. Because the rails, which are in contact with the ground, become the return circuit
of the feeding circuit, a portion of the return current flows to the ground through the rails.
In the case of an AC electric railway, the outflow current is induced to the nearby
communication lines, causing inductive problems to the communication lines. A feeding
system shall be adopted as a measure to control the outflow of current.
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There are four major types of feeding systems: “simple feeding systems”, “booster
transformer feeding system”, “auto transformer feeding system” and “coaxial cable feeding
system. “Table 1.2 shows the characteristics of each system.
Of the systems, the auto-transformer feeding system has many characteristics that are
suitable for the TM HSR. For example, it “can have a longer interval between sub stations,”
it is “effective in reducing induction to communication lines,” and it “can control the leakage
of current from the rails of the ground.”
For this reason, the “auto Transformer (AT) feeding system” is recommended for the TM
HSR, which requires high density/high volume power supply.
In general, the auto-transformers are installed at a standard interval of 10 to 15 km. For this
project, the auto transformer will be installed at substations, sectioning posts, sub
sectioning posts and AT-posts. The rated power self capacity of each auto-transformer is
“5MVA.” Details of how the capacity was selected are explained in 2.5.
Type
Simple feeding
system
Booster
Transformer
feeding system
Auto
Transformer
feeding system
Coaxial cable
feeding system
Table 1.2 Characteristics of Various Feeding systems
Characteristics
Conceptual Drawing
The simplest feeding system
Little induction to communication lines
Higher rail potential than other feeding
systems
A feeding system that uses a booster
transformer
Effective
in
reducing
induction
to
communication lines
Need a BT section
Complicated contact wiring in the BT section
Considerable impedance in the feeding
system
Suitable for supplying high electricity volume
because it can carry feeding voltage (power
sent out from a substation) higher than that
carried by an overhead contact line
Can have a longer interval between
substations than the other sections
Approximately a 10-km interval between two
auto-transformers
High inverse barometer effect is effective in
reducing induction to communication lines
Do not need BT or other sections, simple
conductor arrangement, suitable for narrow
and small sections
Expensive cables
Reciprocating impedance is about 1/7 of the
overhead contact line
Need to pay attention to resonance with the
harmonic current
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8.2
The 2x25kV Power Supply System
for TM HSR
The 2x25KV Power Supply system is being recommended for TM HSR. In comparison with
an architecture based on 1x25 kV, a system based on 2x25 kV architecture shall provide
the following advantages for the HSR:
With equal traffic the number of sub-stations, and consequently neutral sections
would reduce to half.
With the same number of sub stations, it is possible to double the traffic,
To locate in better conditions the sub-stations at the proximity of the existing very
high voltage lines,
To decrease significantly the electromagnetic interferences created by the OCS in
face of the signaling and telecommunications installations.
8.3
Configuration of Feeding Circuit
8.3.1
Types and Allocation of Substations
With the AC feeding system, the adjacent substations have a different phases of traction
power supply. Therefore, a sectioning post (SP) is installed midway between the
substations.
Although constraints in the installation of substations for this project have not been clarified,
the capacity of feeding transformers is examined based on the assumption that the feeding
section interval between the substations is approximately 80 km. The tentative study
indicates that 08 substations with 07 sectioning posts will be required.
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Between a substation and a sectioning post, a few sub-sectioning post (SSP) are to be set
up. This makes it possible to minimize the affected section during maintenance or when an
accident occurs. AT post (ATP) is required to provide relief when there is a drop in voltage
and to mitigate inductive problems triggered by a low-voltage circuit.
There will be around 28 sub-sectioning posts and 05 AT posts. The positions of the SSP
are determined taking into account the feeding distance, the location of AT posts, station
positions, and cost-effectiveness, etc.
Once the commercial operation ends, feeding from the substations to the main line will also
stop so that maintenance can be carried out. The car depots, however, will continue to
need power to perform maintenance on the rolling stock and to air-condition the cars to
prepare them for early morning operation, even after the commercial operation has finished
for the day. For this reason, the car depots need an independent power supply system.
There are two ways to supply power to the car depots: by setting up a dedicated substation
or by providing an independent dedicated power supply from the nearest substation. The
latter is preferred on account of economic considerations.
8.3.2 Operation of the feeding system
-
Up-and-down paralleling facility: The up-and-down paralleling facility is provided at
substations (SS), sectioning posts (SP) and sub-sectioning posts (SSP) in a
double-track section. This system is effective in mitigating voltage drop in the
feeding circuit and in suppressing arc in the up-and-down transitional section of a
train.
-
Simultaneous up-and-down line feeding: The simultaneous up-and-down line
feeding provides power simultaneously to up-line and the down-line. Four feeding
circuit breakers are used: one for each of the up and down lines and directions in
the substation. The simultaneous up and down feeding is normally performed by
using one of two circuit breakers for the respective direction. Using the remaining
circuit breaker as a backup enhances the reliability of the feeding system.
-
Neutral Section: A neutral section is provided for sections that have different
phases to prevent the pantograph from causing short circuit to the different-phase
power supplies when a train passes. TM HSR can operate at a speed exceeding
200 km/h. in order for train to pass while it is powering (without notch control), a
middle section of about 1000-m long is constructed to provide two air sections, as
shown in Figure 1.1. A change over circuit breaker (ASNS- Automatic Switching
Neutral Section) is used to adjust the power supply required by train. The change
over circuit breaker switches upon receipt of a signal indicating the presence or
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absence of a train. A vacuum-type change over circuit breaker shall be used.
Because it switches every time a train passes, a high frequency specification is
required. The vacuum type change over circuit breaker is especially developed for
HSR use. Change over circuit breaker for regular and backup uses will be installed
on both the up and down lines to enhance the reliability of the feeding system. The
instantaneous switching time is approximately “300±50 ms.”
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Fig 1.1- Detailed Diagram for Neutral Section
-
Extended feeding: The substation and sectioning post facilities shall have
configuration capable of extended feeding.
Extended feeding is resorted to supply the same-phase power supply into a regular feeding
section through the sectioning post when power supply of adjacent substation fails . This
method ensures the continued supply of power for passenger services, including lighting
and air-conditioning, to cars that are still in the section. However, due to the following
reasons , extended feeding will not be used for regular operation.
+
It is unlikely that the power failure at a substation will continue for long time as power
supply will be provided through two independent sources, two feeding transformers
will be used for regular and backup operation, and other devices will also have
backup. If extended feeding is used for the purpose of ensuring normal operation,
the interval between substations will be longer and huge facility investment will be
needed, making the option very expensive.
+
Parallel operation of feeding transformers will not be carried out. If a power receiving
bus line is installed for parallel operation, then the short circuit current will become
very large. It will necessitate raising the current overload capacity of the autotransformer, circuit breaker and so on, making the cost formidable.
Thus rating of the feeding transformers, auto transformers, circuit breakers etc. is
made on the assumption of regular feeding.
8.3.3 Configuration of the Feeding Circuit
Single-line diagrams of the proposed standard substation, sectioning post, sub-sectioning
post and AT-post will be shown in the attached drawings for substations. Figure below
shows the configuration of a standard feeding circuit.
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Fig 1.2- Configuration Diagram of an AC Feeding Circuit
Fig 1.3- Detailed Configuration Diagram of an AC Feeding Circuit
8.3.4 Voltage Drop in the Feeding Circuit
Voltage drop in the feeding circuit differs substantially depending upon the train positions,
train current, numbers of trains in the same power-feeding section, track impedance etc.
The detailed review, simulation will be done during the detailed design stage. The minimum
pantograph voltage for the train is expected to be 22.5 kV, which is with in the tolerable
voltage fluctuation range of overhead contact lines.
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8.3.5 Harmonic from the AC Feeding Circuit
After the HSR train uses a PWM converter to convert the AC power to DC power, the VVVF
inverter changes the voltage and frequency to drive the three-phase induction motor.
Because the primary current waveform is substantially sinusoidal, there is very little loworder harmonic current. For this reason, the substations do not need to take any measures
to tackle low-order harmonic current. Furthermore, since the car interior is likely to be
designed with features to lower the high-order harmonic current, very little harmonic current
can be detected. If, however, there is any concern that the harmonic current generated by
the electric trains may interfere with the system, filters and devices can be installed to
mitigate the resonance of harmonic current, which will be dealt with during the detailed
design stage..
8.3.6 Coordination of Insulation
The insulation strength of devices, ranging from the transformers at substations to circuit
breakers used in feeding, is basically insulated at BIL 300 kV. Lightning arresters with rating
of 84 kV will be used.
Insulation of BIL 200 kV will be used for overhead contact lines with auto transformer
feeding facilities and low voltage control circuits. Even though the high voltage devices
have earth fault protection, net like earth connection is used to distribute the grounding
potential evenly. Optical cables are likely to be used as communication cables for
controlling the train’s entry into stations and information display and as cables for circuit
breakers.
8.3.7 Inductive Interference and Countermeasures
The communication cables near the overhead contact line generate induction voltage and
noise, which are caused by electrostatic induction induced by electrostatic proportional to
the voltage of the overhead contact line and by electromagnetic induction induced
electromagnetically by the electric current leaked from the return wire to the ground.
-
Electrostatic Induction: The electrostatic induction voltage induced by the
communication lines as a result of the electrostatic induction phenomenon is
proportional to the overhead contact line’s voltage to the ground. If the overhead
contact line contains harmonic voltage, harmonic induction voltage will be
generated, which is known as “noise voltage” between railway lines. The following
points need to be examined as countermeasures:
+
Separate the communication lines from the overhead contact line as far as possible
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+
Enclose the communication lines with cables
-
Electromagnetic induction: Electromagnetic induction means that when the
overhead contact line in the feeding circuit corresponds to the primary winding of
the transformer and the communication line corresponds to the secondary winding,
a transformer circuit is formed.
Induction voltage is generated through
electromagnetic induction from the overhead contact line to the communication
line. The voltage is proportional to the frequency, leakage current, mutual
inductance and length of the parallel sections of the two lines. From the car load,
electromagnetic induction voltage will also be generated from the harmonic if the
harmonic current flows to the feeding circuit. This is known as “noise voltage”
between lines. The following countermeasures to be reviewed provided after
detailed deliberations.
+
Install auto transformers to proactively absorb the current from the rails to harness
the current leaked to the ground.
+
Separate the communication line from the overhead contact line as far as possible
or cover the communication line with cables.
8.3.8 Reclosing of Feeding Circuit Breakers
During the operation of an electric train, if a power outage triggered by an accident on an
outside line is lasting for some time, all power sources, including the one to control the
electric train, will fail. Using an auxiliary machine to restart the electric train takes time and
will cause delay in operation. The AC feeding circuit has relatively frequent occurrence of
tripping. By closing the concerned CB/BM feeding will become normal again. The rate of
reclosing is also relatively high. This reclosing system is adopted to secure power supply
and to enhance the safety of electric train operation for TM HSR.
8.3.9 Remote Supervision and Control of Substations
The supervision and control of feeding substations, sectioning posts, sub-sectioning posts,
auto-transformer posts, and so on are normally performed from a control center. For data
communications between the control center and the substations, etc., a remote supervisory
control device equipped with microcomputers, known as SCADA, is used. Its performance
is time-proven. SCADA uses a system that allocates the latest workstations by function,
making it possible to provide high-level functions at low cost. It has become the mainstream
in today's remote supervision and control. The same system is recommended for TM HSR.
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8.4
Calculating the Capacity of Substations Facilities
Train related Data
The max operating speed shall be 300 km/h and design speed of 350 km/h.
8.5
Rolling stock’s specification
The calculation will be based on full operation in 2026, not partial operation in 2016.
Table 1.2 Rolling Stock specifications
Number of trains
24 trains per day per direction
Maximum Speed
300 km/h
Train set configuration
12 cars
Weight of train
588 tons
Power factor
0.99
Maximum current of train 565A
Pantograph voltage
25 kV 50Hz
Feeding Voltage
27.5 kV
Feeding distance
Maximum 40 km, minimum 30 km
8.6
Capacity of Feeding Transformers
8.6.1 Calculating the Maximum Electrical Power per Hour
The maximum electrical power per hour can be calculated from train types and the number
of trains in each type that operate in the section for which the feeding substation supplies
power. The maximum electrical power per hour is calculated as follows:
Wa= (PuxWtxLLxNex2)/(1000xPF)
Wherein,
Wa
: Maximum electrical power per hour (KVA)
Pu
: Average electricity consumption rate (wh/ton.km)
Wt
: Weight of train
LL
: Distance between substation and sectioning post (km)
TL
: No. of trains per hour (No. of trains, one way/h)
Ne
: Margin for timetable delays (set at 1.30
PF
: power factor from the substation’s perspective (set at 0.99)
8.6.2 Capacity of Feeding Transformer
The capacity of feeding transformers will be based on the start of full operation in 2026.
Based on a train set of 12 cars and two trains per hour between Trivandrum – Mangalore, it
is suggested to have transformer capacity of 80 MVA for feeding a distance of 80 km. Thus,
the 80MVA value will be used.
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Table 1.3 Capacity Required for the Feeding Transformer and Rating Capacity.
Section
No. of trains
Maximum
Rating capacity of
Electric power
Transformer (MW)
Remarks
Per hour (MW)
Trivandrum -
12 cars per train set, with train
Mangalore
at 30 minutes interval during
Using the values
rush hour and 60 minutes for
calculated at 80
day time
km at maximum
80 MVA
80 MVA
Feeding distance:
However the capacity would be finalized based on the simulation study carried out at the
detailed design stage.
8.7
Capacity of Auto transformer
Besides the capacity needed for operating electric trains, the auto transformer also needs
to have short circuit capacity that corresponds and endures the intensity of the electrical
source (electrical source short circuit capacity). Assuming that the capacity needed for the
auto transformer is set based on the capacity needed to operate electric trains, when the
electrical system is configured with large electrical source short circuit capacity and small
ground fault resistance, it is conceivable that electric current above the specified short
Circuit current may flow to the winding wire when a train accident occurs.
Presently it is taken as 5000 KVA, however it would be finalized based on the
simulation study carried out at the detailed design stage.
Fig 1.4- Current flow of the AT feeding system
8.8
Two System of OCS are being discussed as below:
8.8.1 The Simple Overhead Catenary System (OCS)
The Simple OCS includes trackside equipment, but the power supply system must be
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thought about as a global system including the pantographs installed on the rolling
stock. The proper working of the whole system includes the interface between the
catenary and the pantograph.
The electric static clearance between the parts of the OCS electrified under 25 kV and the
structures not electrified must be at the minimum of 320 mm as per IEC 270.
Fig 1.5- General characteristics of the OCS for an HSR
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8.8.2 Catenary Mast
On open line with 2 tracks, independent posts (masts) must be installed. This
mechanical independence allows an intervention of the maintenance teams on the
catenary of one track without stopping train operation on the other track.
In case of use of one common gantry to support the catenary of the 2 tracks, a
problem on the gantry may prevent train operation on both tracks. Gantry supports
may be required:
-
In the areas where switches are installed,
-
In stations at location where the insufficient gauge do not allow to install
independent posts for each track.
8.8.3 The overhead contact lines
The overhead contact lines distribute the energy to the trains running on the route and
transmit it to the trains through the pantographs.
The overhead contact line is also
equipped with manually or remotely controlled disconnectors which are required to isolate
sections or groups of the overhead contact lines depending on the operational necessities.
8.8.4 Characteristics of the contact wire
The characteristics of the contact wire (150 mm2) are defined in the norm EN50149; these
characteristics may be completed by the followings requirements:
-
A minimal resistance to traction of 430 N/mm2,
-
A load break rated at 62.6 kN,
-
A maximum linear resistance of 0.148 /km
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Tensioning of the contact wire
The mechanical tensioning of the contact wire is around 25 kN.
The design of tensioning devices has been modified and uses only ball bearings.
Staggering of the contact wire
The maximum staggering of the contact wire is equal to 200 mm if no special equipment
are used.
Deflection
The contact wire has a deflection in the middle of the span of 1/2000 of the length of the
span.
Fig 1.6- Typical arrangement
8.8.5 Characteristics of the carrying cable
The characteristics of the carrying cable shall be as per the following:
-
copper alloy cable of 116 mm2, or equivalent Al. alloy
-
including 37 wires of 2 mm2 each,
-
a load break rated at 66.9 kN,
The diameter of the carrying cable is of 14 mm.
Tensioning of the carrying cable
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The mechanical tensioning of the carrying cable is estimated to be around 20 kN.
8.8.6 The Feeder
The feeder is in aluminum with a section of 288 mm2. The characteristics of the feeder
are given in the European norm EN 50182.Other characteristics is expected to be as under :
-
The feeder comprises 37 wires with a diameter of 3.15 mm each,
-
A load break rated at 98.58 kN,
-
An external diameter of 22.1 mm.
Fig 1.7- Fixing of the feeder on the Pole
8.8.7 Specific characteristics in tunnels and cut and covers
One way to fix the Simple OCS equipments in tunnels and cut and covers is to use fixing
profiles of the “Halfen" type (or a similar production).
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Fig 1.9- Example of "inserts" installed in the vault of the tunnel to support OCS equipments
The aerial earthing conductor and the feeder may also be fixed in tunnels with a profile of
the Halfen type.
Fixing of the OCS equipments with Halfen profile
8.9
The Composite Overhead Catenary System (OCS)
8.9.1 Feeder cable
Aluminum alloy stranded wire (300 mm2) and copper stranded wires (200 mm2) are used
for feeder cables. Polymer insulator is recommended for use. Insulator characteristics are:
-
Superior pollution performance
-
Impact Resistance
-
Higher mechanical reliability
-
Better dielectric characteristics
-
Low leakage current and power loss
-
Light weight
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Polymer Insulator
8.9.2 Current collection
The electric car pantograph collects current from the contact wire via the pantograph. It is
therefore necessary that the pantograph to make perfect contact with the contact wire.
When the electric car runs at high speed, contact loss can occur. The pantograph loses
contact force due to the oscillation of the wire because by pantograph push up, fails to
follow the vertical oscillation of the pantograph. In order to minimize contact loss, it is
necessary to improve the follow-up capability of the pantograph and keep the contact wire
height uniform. To this end, the Shinkansen uses a heavy compound catenary system and
simple catenary system (high tensile strength) in which the entire system is given higher
tension than conventional systems in order to reduce catenary displacement caused by
uplift of the pantograph is to be used. The simple catenary system has already been
discussed in para 3.1 above.
For train operation at 300 km/h (186 mph) a copper clad steel contact wire and a copper
alloy contact wire are used.
The schematic representation is as below
Catenary Equipment
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Composite Catenary System in Sinkansen
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Catenary wire
Auxiliary Catenary wire
Cross Section
Heavy compound catenary
equipment
2
St 180 mm
Simple catenary (high-tensile
strength) equipment
2
PH 150 mm
Standard Tension
24.5 kN
19.6 kN
Cross Section
PH 150 mm
Standard Tension
14.7 kN
Standard Tension
-
2
Cross Section
Contact wire
2
GT 180 mm
14.7 kN
(17.64 to 19.6 kN)
CS 110 mm
2
19.6 kN
Overhead Line Equipment
CS contact wire
Copper alloy (PHC, SN) contact wire
Contact Wire Cross Section
CS contact wire is composed of a center made of steel and an exterior covered with
copper. For a copper alloy contact wire, we add chromium and zinconium to the copper for
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PHC and tin for SN. Copper alloy contract wire gives a higher tensile strength, and is
superior to CS contact wire in terms of recycling after use to the allowance wear limit.
Contact wire with optical fiber cables
Pulley type has been used for automatic tension regulator, but spring type (39.2 kN, tension
change ratio: 9%) is recently used. Consequently it is not required to lubricate and replace
wire.
Spring type automatic tension regulator
Support of feeding system at viaduct
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T: Trolley (Wire)
M: Messenger (Wire)
AF: AT Feeder (Cable)
PW: Protective Wire for AT feeding circuit
GW: Grounded Shield Wire (Lightning
Protection Cable)
TC: Tunnel Center
R.L: Rail Level
F.L: Formation Level
Support of feeding system at tunnel
8.10
Anchor span with 5 spans
Fig 1.8-The tensioning equipment are realized with 4 spans or 5 spans depending on the site conditions
It is recommended to go in for composite catenary system keeping in view better
current collection and efficiency of the system
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8.11 Earthing and Bonding
8.11.1 Safety of the railway staff against electromagnetic induction
The protection of people working on the installations is a priority. That shall be realized by
connecting to the earth all the metallic structures and equipment all along the line.
In particular, special attention will be paid to the cables. Electromagnetic induction may
develop important voltage on the surrounding metallic parts of the cables. The voltage
developed on the cables which are parallel on long distances to the electrified lines may
be dangerous for the safety of the railway staff. That is the reason why the metallic
parts of the cables (screens) are connected to the earth at regularly distances.
Safety of staff is obtained by:
-
connecting all the metallic structures to the earth,
-
ensuring the equipotent level of the surrounding equipments,
-
Complying with standards related to impedance between earth and structures.
The standard for earthing and bonding as referred in para 5 is to be followed
8.11.2 Protection against corrosion
All the equipments of the OCS system must be protected against corrosion in a natural manner or
with a specific process which does not generate an electrical coupling.
8.11.3 Return of the traction current
The traction current uses mainly the earth, but also the rails and all metallic conductors to
return to the substations. The principles to apply are:
-
The return of the current to the sub-station mainly with the earth for safety
purpose,
-
To minimise the voltages which may developed in the metallic structures
particularly in case of short circuits,
-
To take measures in order to protect passengers and personal staff against the
danger of voltages superior to the admissible limit,
-
To limit the voltages created by electromagnetic induction, in particular with
regards to the signaling and telecommunication cables installed in parallel to the
tracks,
-
To e a r t h the maximum of the metallic structures, (rails, catenary support)
without disturbing signaling installations in particular the track circuits,
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8.12 Earthing of the installations
The principle to apply is to link to the earth all the metallic structures without disturbing
Track Circuits. Two earthing cables are installed:
-
An aerial earthing cable is installed and connected on the catenary masts (as
indicated in the drawing below),
-
An earth cable is buried in the ground.
From time to time, on locations defined by the design study for the return of the traction
current, this aerial cable is linked to the earth cable and linked to the rails also. The
metallic structures of the cables are connected to the earth cable.
Fig 1.10 Aerial earthing conductor is installed on the catenary mast
Fig 1.11 Earthing details of Structures
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
8.13
Main applicable International standards
All equipment shall comply with the EMC standards EN 50-121-1 to 5. Concerning the
tests, when not defined into the EN 50121, the equipment shall comply with the
relevant EMC standard of the series IEC 61000.
Standard
Number
Title
IEC 38
IEC standard voltage
IEC 44-6
Instructions related to protection current transformer for transient
state response
IEC 62271-100 High voltage circuit breaker for alternating current
IEC 59
IEC standard current
IEC 99-4
Metal oxide surge arrester without gaps for a.c. systems
IEC 62271-102 Alternating current disconnectors and earthing switches
IEC 383-1 & 2
Insulators and fittings for overhead lines. Insulators of ceramic
material or glass for overhead line with nominal voltage higher than
1000 V. Requirements
IEC 502
Power cables with extruded insulation and their accessories for rated
voltage from 1 kV (Um = 1,2 kV) up to 30 kV (Um = 36 kV). Part 2:
rated voltages from 6 kV (Um = 7,2 kV) up to 30 kV (Um = 36 kV)
IEC 529
Degrees of protection provided by enclosures (IP code)
IEC 617-2
Graphical symbols for diagrams. Part 2: symbol elements, qualifying
symbols and other symbols having general application.
IEC 694
Common specifications for high-voltage switchgear and controlgear
standards
IEC 721-3-4
Classification of environmental conditions- Classification of groups of
environmental parameters and their severities- Stationary use at non
weatherprotected locations.
IEE 802-3
UIC 812-3
IEC 840
Power cables with extruded insulation and their accessories for rated
voltage above 30kV (Um = 36 kV) up to 100 kV. Test methods and
requirements.
IEC 865
Earth mesh and earth procedure code
IEC 889
Hard-drawn aluminium wire for overhead line conductor
IEC 60071
Insulation co-ordination
IEC 60076
Power transformer
IEC 61000
Electromagnetic compatibility
IEC 61508-3
Functional safety of electrical/electronic/programmable safety-related
systems. Part 3: software requirements
EN 10025
Hot Rolled Products of Non-Alloy Structural Steels: Delivery
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
Standard
Number
Title
Conditions
EN 10034
Structural Steel I and H Sections – Tolerances on Shape and
Dimensions
EN 10055
Hot Rolled Steel Equal Flange Tees with Raduised Root and Toes –
Dimensions and Tolerances on Shape and Dimensions
EN 10056
Structural Steel Equal and Unequal Leg Angles
EN 10083
Quenched and Tempered Steels
EN 10088
Stainless Steels
EN 1301
Aluminium and Aluminium Alloys
EN 50163
Supply Voltage of Traction System
EN 60811
Insulating and Sheathing Materials of Electric Cables
ENV 50121-5
Railway Application Electromagnetic Compatibility Part 5: Fixed
Power Supply Installations
EURONORM
19
IPE Beams; I-Beams with Parallel Flange Facings and Steel Products
– IPN Beams – Dimensions
IEC 60398
General Test for Electro-heating Equipment
IEC 1131
Programmable controllers
IEC 265.1
High Voltage Switch
IEC 502
Insulated and protected cables for power supply network
IEC 60 44-1
Current Transformers
IEC 60 44-2
Voltage Transformer
IEC 60137
Insulated Bushing for rated Voltage above 1 kV
IEC 60157
Low Voltage Switchgear Circuit Breakers
IEC 60168
Tests on Indoor and Outdoor Post Insulators of Ceramic Material or
Glass for Systems with Nominal Voltages greater than 1000 V
IEC 60228
Conductor of Insulated Cables
IEC 60273
Dimensions of Indoor and Outdoor Post Insulators and Post Insulator
Units for Systems with Nominal Voltages greater than 1000 V
IEC 60296
Insulating oils for transformers
IEC 60297
Dimensions of mechanical structures of the 482.6 mm (19 in)
IEC 60372
Locking Devices for Ball and Socket Couplings of String Insulator
Units – Dimensions and Tests
IEC 60376
Sulphur Hexafluoride
IEC 60383
Insulators for Overhead Lines with a nominal Voltage above 1000 V
IEC 60502
Power Cables from 1 kV to 30 kV
IEC 60591
Test for OHCS Ceramic or Glass Insulators above 1 kV
IEC 60591
Sampling Rules and Acceptance Criteria when applying Statistical
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
Standard
Number
Title
Control Methods for Mechanical and Electromechanical Tests on
Insulators of Ceramic Material or Glass for Overhead Lines with a
Nominal Voltage greater than 1000 V
IEC 60721
Environmental conditions :Specifications for painting
IEC 622
Sealed Nickel-Cadmium prismatic rechargeable single cell.
IEC 801
Electromagnetic Compatibility for Industrial-process Measurement
and Control IEC 870
ISO 1035
Hot Rolled Steel Bars
ISO 1190
Copper and Copper Alloys
ISO 1234
Split Pins
ISO 1337
Wrought Coppers (having Minimum Copper Contents of 99,85%) –
Chemical Composition and Forms of Wrought Products
ISO 1460
Metallic Coatings – Hot Dip Galvanised Coatings on Ferrous
Materials – Gravimetric Determination of the Mass per Unit Area
ISO 1461
Metallic Coatings – Hot Dip Galvanised Coatings on Fabricated
Ferrous Products – Requirements
ISO 2092
Light Metals and their Alloys – Code of Designation based on
Chemical Symbols
ISO 2340
Clevis Pins without Head
ISO 2341
Clevis Pins with Head
ISO 261
ISO General Purpose Metric Screw Threads – General Plan
ISO 262
ISO General Purpose Metric Screw Threads – Selected Sizes for
Screws, Bolts and Nuts
ISO 2859/1
Sampling Procedures for Inspection by Attributes – Sampling Plans
Indexed by Acceptable Quality Level (AQL) for Lot-by-lot Inspection
ISO 3768
Metallic Coatings – Neutral Salt Spray Test (NSS Test)
ISO 4014
Hexagon Head Bolts – Product Grades A and B
ISO 4017
Hexagon Head Screw Bolts – Product Grades A and B
ISO 4032
Hexagon Nuts, Style 1 – Product Grades A and B
ISO 404
Steel and Steel Products – General Technical Delivery Requirements
ISO 657
Hot Rolled Steel Sections
ISO 68
ISO General Purpose Screw Threads – Basic Profile
ISO 8402
Quality Management and Quality Assurance – Vocabulary
ISO 898
Mechanical Properties of Fasteners
ISO 9000
Quality Management and Quality Assurance Standards
ISO 9001
Quality Systems – Model for Quality Assurance in Design /
Development, Production, Installation and Servicing
ISO 9002
Quality Systems – Model for Quality Assurance in Production and
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
Standard
Number
Title
Installation
ISO 9003
Quality Systems – Model for Quality Assurance in Final Inspection
and Test
ISO 9004
Quality Management and Quality System Elements
ISO 965
ISO General Purpose Metric Screw Threads
UIC 505-1
Railway Transport Stock – Rolling Stock Construction Gauge
UIC 505-4
Effects on the Application of the Kinematic Gauges defined in the 505
Series of Leaflets on the Positioning of Structures in relation to the
Tracks and of the Tracks in relation to each other
UIC 606-1 OR
Consequences of the Application of the Kinematic Gauges defined by
UIC Leaflets in the 505 Series on the Design of the Contact Lines
UIC 606-2 OR
Installation of 25 kV and 50 or 60 Hz Overhead Contact Lines
UIC 608 OR
Conditions to be complied with for the Pantographs of Tractive Units
used on International Services
UIC 791 R
Quality Assurance of Overhead Line Equipment
UIC 811-1
Technical Specifications for the Supply of Axles and Trailing Stock
UIC 812-2
Solid Wheels for Tractive and Trailing Stock – Tolerances
UIC 870 O
Technical Specification for Grooved Contact Wires
IEC 28
International specification of soft annealing type copper
IEC 99-2
Expulsion type lighting arresters
IEC 99-1
Non-linear resistor type gapped surge arresters for A.C. system
IEC 62271-200 Alternating current disconnectors and earthing switches
IEC 146-1-3
Semiconductor converters, general requirements and line
commutated converters. Transformers and reactors
IEC 146-1-2
Semiconductor converters, general requirements and line
commutated converters. Application guide
IEC 146-1-1
Semiconductor converters, general requirements and line
commutated converters. Specifications of basic requirements.
IEC 196
IEC standard frequencies
IEC 228
Conductors of insulated cable
IEC 265-1
High voltage switches for rated voltage above 1 kV and less than 52
kV
IEC 296
New insulating mineral oil specification for transformers
IEC 298
A.C. metal enclosed switchgear and control gear for rated voltages
above 1 kV and up to and including 72,5 kV
IEC 502-2
Extruded solid dielectric insulated power cables and their accessories
for rated voltage from 6 kV (Um = 7,2 kV) up to 30 kV (Um = 36 kV)
IEC 551
Determination of transformer and reactor sound level
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
Standard
Number
Title
IEC 622
Alkaline secondary cells and batteries- Sealed nickel-cadmium
parallelepiped rechargeable single cells
IEC 721-3-3
Classification of environmental conditions- Classification of groups of
environmental parameters and their severity- Stationary use at
weather protected locations.
IEC 726
Dry type power transformer
IEC 1131
Programming languages – Programmable controllers– Part 3
IEC 1131
Programmable Logic Controllers
IEC 297-3
Dimensions of mechanical structures of the 482.6 mm (19 in) series
IEC 571
Electronic equipment specification
IEC 60870
Transmission Protocol
IEC 801-1
Electromagnetic compatibility for industrial-process measurement and
control equipment – General introduction
IEC 801-2
Electromagnetic compatibility for industrial-process measurement and
control equipment – Electrostatic discharge requirements
IEC 801-3
Electromagnetic compatibility for industrial-process measurement and
control equipment – Radiated electromagnetic field requirements
IEC 801-4
Electromagnetic compatibility for industrial-process measurement and
control equipment - Electrical for transient/burst requirements
IEC 801-5
Electromagnetic compatibility for industrial-process measurement and
control equipment – Shock wave requirements
IEC 801-6
Electromagnetic compatibility for industrial-process measurement and
control equipment – Immunities to disturbances conducted and
induced by radio fields
IEC 848
Preparation of block diagrams for control systems
IEC 870-1-1
Control equipment and systems – General principles
IEC 870-2-1
Control equipment and systems – Power supply and environment
conditions
IEC 870-3
Control equipment and systems – Interfaces (electrical
characteristics)
IEC 870-4
Control equipment and systems – Performance requirements
IEC 870-5
Control equipment and systems – Transmission protocol
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POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
TRIVANDRUM-MANGALORE HIGH SPPED RAIL
LOCATION OF TSS, SWITCHING STATIONS AND ATP
Corridor
Station
SSP20
TSS6
SSP21
SSP22
SP6
SSP23
ThiruvanathapuramSSP24
Ernakulam HIGH
TSS7
SPEED RAIL
SSP25
SSP26
SP7
SSP27
SSP28
TSS8
ATP2
Trivandrum HSR Station
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -
KM
195.00
180.00
165.00
155.00
140.00
125.00
115.00
100.00
85.00
75.00
60.00
45.00
35.00
20.00
8.00
0.00
SUMMARY
TSS
SP
SSP
ATP
TOTAL
Pre Feasibility Report – Sept 2011
3
2
9
1
15
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