Metrolinx Electrification Project
Metrolinx Contract No. RQQ-2011-PP-032
Metrolinx Project No. 109503
Electrification Performance Specification
EPS-01000 Traction Power Supply System
Final Version 7
Document Reference No. 1143
October 28, 2014
Submitted to:
Metrolinx
Submitted by:
ELECTRIFICATION PERFORMANCE SPECIFICATIONS
Final Version 7 – October 2014
EPS-01000
Traction Power Supply System
Revision History
Date
Version
Purpose
March 23, 2012
0X
First issue as stand-alone document.
June 15, 2012
02
Update based on Metrolinx Submittal Review
Oct 3, 2012
03
Update based on Metrolinx Submittal Review
Nov 13, 2012
04
Update based on Metrolinx Submittal Review
Dec 16, 2013
05
Update based on Metrolinx Submittal Review
April 4, 2014
06
Update based on Metrolinx Submittal Review
October 28, 2014
07
Update to restore changes based on technical
feedback
Parsons Brinckerhoff Halsall Inc.
2300 Yonge Street, 20th Floor
Toronto, Ontario M4P 1E4
Canada
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ELECTRIFICATION PERFORMANCE SPECIFICATIONS
Final Version 7 – October 2014
EPS-01000
Traction Power Supply System
TABLE OF CONTENTS
1.
Purpose........................................................................................................................ 8
2.
Scope ........................................................................................................................... 9
3.
Reference Documents ............................................................................................... 10
4.
Responsibilities ......................................................................................................... 11
5.
General Requirements ............................................................................................... 12
5.1
5.2
5.3
5.4
5.5
5.6
5.7
General .............................................................................................................. 12
Product Selection .............................................................................................. 12
Uniformity......................................................................................................... 13
Accessibility and Equipment Arrangement ...................................................... 13
Aesthetic Treatment .......................................................................................... 14
Spares ................................................................................................................ 14
Other Requirements .......................................................................................... 15
6.
General Presentation of the Traction Power Supply system ..................................... 16
7.
Traction Power Facility Location ............................................................................. 18
7.1
7.2
7.3
7.4
7.5
7.6
7.7
8.
Feeding and Sectionalizing ....................................................................................... 22
8.1
8.2
8.3
9.
Spacing of TPF Sites ......................................................................................... 18
Real Estate Requirements – Approximate TPF Footprint ................................ 18
Location Requirements ..................................................................................... 19
Access / Egress ................................................................................................. 20
Security ............................................................................................................. 21
Parking Spaces .................................................................................................. 21
Drainage ............................................................................................................ 21
Feeding .............................................................................................................. 22
Sectionalizing.................................................................................................... 22
Feeding and Sectionalizing Diagram ................................................................ 23
Interfaces & Coordination with Hydro One.............................................................. 25
9.1
9.2
9.3
HV Utility Interconnections .............................................................................. 25
Impact on the HV Utility Grid .......................................................................... 25
Harmonic Distortion Limits .............................................................................. 26
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9.4
9.5
9.6
9.7
9.8
10.
10.1
10.2
10.3
11.
11.1
11.2
11.3
11.4
11.5
11.6
12.
12.1
12.2
12.3
12.4
13.
13.1
13.2
14.
14.1
14.2
Traction Power Supply System
Voltage Unbalance ............................................................................................ 26
Power factor ...................................................................................................... 26
Voltage Clearance ............................................................................................. 26
Metering ............................................................................................................ 27
Feeding of Regenerated Energy Back into Hydro One Grid Network ............. 27
Assumptions for the Sizing ................................................................................... 28
Environmental/Climatic Conditions ................................................................. 28
Electrical Data ................................................................................................... 28
Verification of Configuration ........................................................................... 29
Traction Power Supply Architecture .................................................................... 30
Components ...................................................................................................... 30
Traction Power Substation (TPS) ..................................................................... 30
Switching Station .............................................................................................. 32
Paralleling Station ............................................................................................. 33
Wayside Power Control Cubicle ....................................................................... 33
Traction Power Supply for the Rolling Stock Maintenance Yard .................... 34
Description of 230 kV and 25 kV Equipment ...................................................... 35
230 kV Equipment in the Traction Power Substation ...................................... 35
2x25 kV Equipment in the Traction Power Substation .................................... 35
2x25 kV Equipment in the Switching Stations and Paralleling Stations .......... 36
1x25 kV Equipment in the Traction Power Supply System ............................. 37
Low Voltage Distribution Architecture ................................................................ 38
Auxiliary and Control Power ............................................................................ 38
Emergency Power ............................................................................................. 38
TES SCADA and Protection system..................................................................... 40
TPSS SCADA ................................................................................................... 40
Electrical Protection System ............................................................................. 40
15.
Grounding, Return Current, and Lightning Protection ......................................... 46
16.
Power and Control Cables Description ................................................................. 47
16.1
General .............................................................................................................. 47
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16.2
16.3
16.4
Traction Power Supply System
25 kV Cables ..................................................................................................... 47
Low Voltage Cables .......................................................................................... 48
Segregation ....................................................................................................... 48
17.
Installation Guidelines .......................................................................................... 49
18.
Testing................................................................................................................... 50
18.1
18.2
18.3
19.
19.1
19.2
20.
20.1
20.2
20.3
21.
21.1
21.2
21.3
21.4
21.5
21.6
Factory and Installation Tests ........................................................................... 50
Project Site Installation Verification and Acceptance Tests ............................. 59
Special Tests ..................................................................................................... 63
Operational and Maintenance Requirements ........................................................ 64
Operational Requirements ................................................................................ 64
Maintenance Requirements ............................................................................... 66
Performance Requirements ................................................................................... 67
System Voltage ................................................................................................. 67
System Frequency ............................................................................................. 69
Regenerative Braking........................................................................................ 69
Interface Requirements ......................................................................................... 70
Utilities.............................................................................................................. 70
HV Power Utility .............................................................................................. 70
Communications ............................................................................................... 70
Signalling System ............................................................................................. 70
Rolling Stock .................................................................................................... 71
Civil and Architectural Works .......................................................................... 71
22.
Reliability, Availability, and Maintainability Requirements ................................ 73
23.
Safety Requirements ............................................................................................. 74
23.1
23.2
23.3
23.4
24.
Safety Design .................................................................................................... 74
Equipment / Enclosure Safety Signage ............................................................. 75
Protection Barrier .............................................................................................. 75
Fire and Life Safety .......................................................................................... 75
Environmental Requirements................................................................................ 76
Appendix A: Schematics................................................................................................... 77
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Appendix B: Brief Technical Specifications of Major Equipment ................................... 83
Appendix C: Standards ..................................................................................................... 94
Appendix D: Definitions ................................................................................................. 104
Appendix E: Abbreviations and Acronyms .................................................................... 112
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Traction Power Supply System
LIST OF TABLES
Table 1: Project Reference Documents............................................................................. 10
Table 2: Major Electrical Data .......................................................................................... 29
Table 3: Rated Impulse Voltage and the Short-Duration Power-Frequency (ac) Test Level
Voltage .............................................................................................................................. 44
Table 4: Routine and Design Tests of Traction Power Transformers .............................. 52
Table 5: Routine and Design Tests of Autotransformers.................................................. 54
Table 6: Train-Operation Plan for the Reference Case (2020-21) .................................... 65
LIST OF FIGURES
Figure 1: 2x25 kV Typical Section of Autotransformer Feed Configuration ................... 77
Figure 2: Typical Layout of Traction Power Substation .................................................. 78
Figure 3: Typical Layout of Switching Station................................................................. 79
Figure 4: Typical Layout of Paralleling Station ............................................................... 80
Figure 5: Typical 230 kV Receiving Gantry..................................................................... 81
Figure 6: Typical Alternative TPF Locations with respect to Tracks ............................... 82
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EPS-01000
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ELECTRIFICATION PERFORMANCE SPECIFICATIONS
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EPS-01000
1.
Traction Power Supply System
PURPOSE
Metrolinx intends to implement traction power electrification within Lakeshore and
Kitchener corridors of GO Transit routes serving metropolitan Toronto. Studies have
determined that this shall consist of a 2x25 kV ac system with a 1x25 kV spur delivering
power to trains by means of an overhead contact system (OCS), and collected by roofmounted 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-01000 Traction Power Supply System is to provide a broad
specification describing the traction power supply system and associated site works for
Metrolinx Electrification including its performance, operational, safety, reliability,
availability, and maintainability (RAM), and interface requirements.
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2.
Traction Power Supply System
SCOPE
This Electrification Performance Specification (EPS) shall develop the specifications for
the 2x25 kV ac autotransformer feed type Traction Power Supply System (TPSS)
including:
1. Its configuration and major components;
2. System architecture;
3. Operational, performance, safety, RAM, and environmental requirements;
4. Interfaces and coordination with the high-voltage network of Hydro One,
and with associated different Metrolinx subsystems such as rolling stock,
Overhead Contact System (OCS), train control system, communications,
operations and maintenance requirements, track work, and civil
infrastructure;
5. Site requirements; and
6. Control and protection system.
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EPS-01000
3.
Traction Power Supply System
REFERENCE DOCUMENTS
Metrolinx documents that contribute directly to the subject of Traction Power Supply
System (TPSS) requirements are listed in Table 1: Project Reference Documents.
Established standards for electrified railways and related topics relevant to the TPSS are
listed in Appendix C: Standards, at the end of this document. Other materials supporting
the understanding of this document are provided in Appendix D: Definitions and
Appendix E: Abbreviations and Acronyms.
Table 1: Project Reference Documents
Document Title
Request to Qualify and Quote for Engineering Services
GO Electrification Study – Final Report including Appendices
Hydro One Connection Agreement
System Configuration Options Draft1
Traction Power Load Flow Analysis Report for Kitchener (including
the UP Express) and Lakeshore West and East lines
EPS-02000 Traction Power Distribution System V5
EPS-03000 Grounding and Bonding V5
EPS-08000 Rail System Requirement SCADA System V5
GO Transit Design Requirements Manual (Latest Version)
Issuer
Mx
Delcan Arup
JV/Mx
Date of Issue
October 4,
2011
Dec 2010
PB
Not available
yet
Jan 5, 2012
LTK
Jan 4, 2013
PB
PB
PB
GO Transit
Dec 10, 2013
Dec 16, 2013
Dec 10, 2013
Hydro One
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ELECTRIFICATION PERFORMANCE SPECIFICATIONS
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EPS-01000
4.
Traction Power Supply System
RESPONSIBILITIES
The traction power supply system is under the responsibility of the Traction Power
Manager. Also, it is the responsibility of all users of this document:



To develop detailed specifications and designs based upon the principles outlined
in this document.
To support all design work by calculations that shall be made available to
Metrolinx Electrification department upon request.
To inform Metrolinx Electrification Department in the event of any conflict
between the contents of this document and any other document produced for the
project.
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ELECTRIFICATION PERFORMANCE SPECIFICATIONS
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EPS-01000
Traction Power Supply System
5.
GENERAL REQUIREMENTS
5.1
General
The traction power supply system design shall conform to all applicable standards and
codes (refer to Appendix B) and shall meet operational, performance, interface, RAM,
safety, and environmental requirements (refer to clauses 19 to 24 of this EPS-01000).
Some additional requirements are presented in the following clauses.
5.2
Product Selection
All prescribed equipment, materials, cables, and appurtenances shall be either certified by
recognized certification organizations accredited by Standards Council of Canada, or
compliant with relevant Canadian Standards Association (CSA) Standards, Ontario
Electrical Safety Code (OESC), Electrical Equipment Manufacturers’ Association of
Canada (EEMAC) Standards, Canadian Electrical Manufacturers’ Association (CEMA)
Standards, American National Standards Institute (ANSI), Institute of Electrical and
Electronic Engineers (IEEE), European Standards (EN), or local standards.
All prescribed equipment, materials, cables and appurtenances shall not only be designed
and constructed to operate within the intended application and operating environment, but
also have a proven track record of successful operation.
All equipment, materials, cables and appurtenances shall be produced by manufacturers
that are regularly engaged in the production of such products (i.e., at least five
consecutive years).
All prescribed equipment, materials, cables, and appurtenances shall adhere to the
applicable recommended practices of the CEMA, EEMAC, American Railway
Engineering and Maintenance-of-Way Association (AREMA) where applicable.
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5.3
Traction Power Supply System
Uniformity
Equipment enclosures, assemblies, sub-assemblies, and/or components that have the
same operational, functional and/or performance characteristics shall be designed so that
all components are positioned in the same location. Internal wiring shall also be routed
between components in a like manner.
Where identical installations exist, unless site conditions prevent it the following
requirements shall be adhered to:
5.4
1.
For equipment used for identical applications uniformity of design and
installation shall be maintained for ease of maintenance
2.
Equipment enclosures shall be mounted and installed in a like manner.
3.
Penetrations for conduit, grounding, and access panels shall be located in
the same place.
4.
The location of equipment relative to adjacent equipment shall not differ.
5.
The routing of conduit, cable tray, and cables between equipment
enclosures shall not differ.
6.
Termination hardware shall be located in like manner.
7.
Cables and wire terminations shall be located in like manner.
8.
Gantries shall be located in like manner
Accessibility and Equipment Arrangement
Working clearances on all sides of equipment shall be provided per the equipment
manufacturer’s recommendations, power utility requirements, OESC, CEC, NESC,
CAN/ULC-801, and any other applicable codes. Horizontal and vertical clearance for
equipment removal, replacement, and/or maintenance shall also be provided without
impacting other energized equipment. Clearance for door openings / hatches shall be
provided as well.
Each walk-in prefabricated waterproof enclosure for 25-kV indoor switchgear shall
comply with the requirements of NEMA 3R and shall be a sheltered-aisle construction
for outdoor use. The doors and hinged access openings to the switchgear cable
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EPS-01000
Traction Power Supply System
compartment shall be fully gasketed and weatherproof. Switchgear shall be arc-flash
resistant and the enclosures shall be tamperproof. The enclosures shall have appropriate
space to accommodate the electrical equipment, raceways/cable trays, cabling
penetrations fireproof and rodent proof, and ancillary components and also to meet
legislative requirements and best maintenance practice. There shall also be adequate
space and doors for personnel and the easy removal and replacement of any equipment
item.
All switchgear enclosures shall have front and rear access doors, and/or removable
panels.
5.5
Aesthetic Treatment
TPF and their sites shall be designed to minimize the adverse visual impact on the areas
in which they are located, and to comply with the appropriate federal/state/local
architectural and environmental guidelines.
5.6
Spares
All control, signal, and communication installations shall include spare conductors and/or
fibre strands to provide for service level maintenance/repairs requirements. The minimum
spares shall be ten percent.
All panel-boards and termination cabinets shall include at least fifty percent spare
capacity for future growth.
All ductbank systems shall include at least one spare conduit or fifty percent spare
conduits, whichever is greater. All spares shall be capped with a pull line / rope secured
inside.
Cable tray system shall be sized to include twenty percent spare capacity.
The minimum level of spares for all major equipment and general consumables shall be
prescribed in consultation with Metrolinx.
Spare provisions associated with the incoming HV power services shall be coordinated
with the power supply utility and approved by Metrolinx.
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EPS-01000
5.7
Traction Power Supply System
Other Requirements
The design of the TPSS and associated site works shall be coordinated with:
1. The requirements of the power supply utility company or companies that
provide electrical power to the system. Refer to Clause 9 for details.
2. The requirements of the provincial and local jurisdictions in which the
traction power facilities (TPF) are located.
3. The technical and operational parameters and requirements of the
Metrolinx Electrification system (e.g., track work, overhead contact
system, rolling stock, operations, maintenance, train control system,
communications system, electromagnetic compatibility, etc.).
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EPS-01000
Traction Power Supply System
6. GENERAL PRESENTATION OF THE TRACTION
POWER SUPPLY SYSTEM
The traction power supply system (TPSS) shall have a 2x25 kV autotransformer feed
type configuration.
The TPSS configuration shall utilize:
1.
Traction power substations (TPS) with main (power) transformers,
2.
Switching stations (SWS) with autotransformers, and
3.
Paralleling stations (PS) with autotransformers.
The TPS, SWS, and PS all provide 25 kV nominal voltage with respect to remote ground,
both to the catenary and to the along-track negative feeders (NF). These voltages are 180
degrees out-of-phase with each other and therefore the catenary is at 50 kV with respect
to the NF. Accordingly, although the rolling stock “sees” the system voltage as 25 kV,
the system functions as a 50 kV ac system with the advantage of longer spacing of
substations.
Traction power shall be supplied to the trains from wayside traction power facilities
(TPF) through the catenary, which distributes power to the train pantographs. The
pantographs, mounted on the roof of the rolling stock, collect the traction power from the
catenary through mechanical contact by running (sliding) under the contact wire. The
electrical circuit is completed back to the source TPS via multiple return paths, including
running rails, static wires, ground, and the NF.
The running rails are insulated from ground because of track circuit requirements.
Impedance bonds are provided at insulated rail joints to facilitate passage of traction
return current. The running rails are connected to ground and aerial ground wires at TPF
locations and at appropriate intermediate locations through impedance/drain bonds for
permitting flow of traction return current to the TPF and also for maintaining rail
potential within safe limits. Refer to EPS 03000 – Grounding and Bonding for further
details of traction return and grounding system.
The TPS transform two phases of the high-voltage (HV) (230 kV as applicable), 3-phase
utility power to the 2x25 kV single-phase power of the autotransformer feed system. The
TPS supply power for the trains, which is distributed along the tracks by the OCS.
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EPS-01000
Traction Power Supply System
There shall be one NF per main track, attached to the catenary structures with brackets
and insulators. There shall be only two NF for sections having more than two main line
tracks.
The catenary shall consist of a messenger wire and a contact wire. The contact wire shall
be suspended from the messenger wire by the means of hangers, and tied electrically to
the messenger wire by means of jumper wires. Refer to Section EPS-02000: Traction
Power Distribution System for further details of the OCS.
Autotransformers shall be provided periodically along the line, at PS and SWS locations
to interconnect catenary, NF, and rails. The autotransformer turns ratio shall be 2:1 of
primary (catenary-to-NF) to secondary (catenary-to-rails) windings, in order to step down
the 50 kV distribution voltage between catenary and NF to 25 kV nominal between
catenary and rails.
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EPS-01000
7.
Traction Power Supply System
TRACTION POWER FACILITY LOCATION
TPS locations have been determined for the Kitchener, Lakeshore, and UP Express
corridors of the Metrolinx rail network. Due consideration was given to the results of the
load flow simulation analysis, the proximity to high-voltage transmission facilities, the
feasibility of drawing the required HV power, and availability of real estate.
Metrolinx has agreed in principle with Hydro One that Hydro One shall design,
implement, and operate the TPS though the property shall continue to be owned by
Metrolinx. Metrolinx will control all 25kV equipment and the main transformers in the
TPS. The modalities of control of 230kV equipment located in the TPS will be worked
between Metrolinx and Hydro One. The performance specifications of typical TPSS are
presented in the following clauses in anticipation of the design to be provided by Hydro
One.
Layout of a typical TPS is presented in Appendix A.
7.1
Spacing of TPF Sites
TPS sites shall be located, in general, at approximately 40-kilometre (25-mile) intervals
along the Metrolinx right-of-way taking into consideration the availability and feasibility
of HV interconnection points and the train operation plan.
SWS sites shall be located approximately midway between adjacent TPS sites.
PS sites shall be located, in general, at approximately eight-kilometre (five-mile)
intervals, between switching station and substation sites.
The phase-break locations of TPS and SWS should preferably be located on tangent level
track with sufficient distance from stop signals to prevent stalling of trains at phase-break
locations.
7.2
Real Estate Requirements – Approximate TPF Footprint
The following requirements shall be considered in determining the size of the TPF sites.
A given site shall accommodate:
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EPS-01000
Traction Power Supply System
1.
All of the equipment necessary for the level of service, associated
roadway, and ROW requirements.
2.
Design requirements imposed by utility company and/or the local
jurisdictional entities.
3.
Space provisions for future equipment (normally 20 percent).
4.
Space requirements for the placement and removal of equipment.
Where practical, the footprints of different TPF (considering the above requirements)
shall be as follows:
1.
TPS (2 power transformers, each of 30-MVA capacity) with two high
voltage utility supply circuits: 65 metres X 50 metres (200 feet X 160
feet).
2.
SWS with 2, 10-MVA, 2x25-kV autotransformers: 50 metres X 30 metres
(160 feet X 90 feet).
3.
PS with 1, 10-MVA, 2x25-kV autotransformers: 40 metres X 30 metres
(120 feet X 80 feet).
These are typical footprints of different TPF. Orientation of the TPF with respect to
tracks, locations of utility supply circuits, equipment, and road access shall be determined
on a site-by-site basis. Additional space may be required at TPF sites for vehicle parking,
access roads, setbacks, landscaping, and construction. Additional space to the extent of
20% may be kept for future expansion/growth of the network.
For TPF sites, the TPSS detailed design, including interconnections to the OCS and
power utility network, shall be carried out within the limits of the land plots and
easements earmarked for this purpose.
7.3
Location Requirements
If the TPF is located beneath or in the proximity of Metrolinx train tracks located on
aerial trackways it shall be ensured that that the main power transformers and
autotransformers, as well as their outdoor switchgear, are located in an open area (i.e. not
underneath structures) and that proper clearances are available for the main gantry.
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EPS-01000
Traction Power Supply System
Access shall be provided between the TPF and the Metrolinx train track. If this cannot be
provided, an alternate method of providing vehicular access to the trackside shall be
provided.
There shall be a strain gantry located within the railroad right-of-way (ROW) parallel to
and on the opposite side of the track from the TPF, with footprints exactly equal to that of
the main gantry. The cross feeders are supported at both ends by the main gantry and the
strain gantry respectively. Generally, no disconnect switch is mounted on the strain
gantry.
If the TPF is located adjacent to the railroad ROW, the preferred option, the main
(catenary feeding) gantry shall be located within the TPF fence. If the TPF is located
away from the track, the main gantry shall also be located within the railroad ROW,
parallel to and toward the TPF side of the track. In this case, duct banks and manholes
for laying power cables from the TPF to the main gantry shall be located on the strip of
land provided for this purpose.
These two alternative arrangements are schematically depicted in Appendix A.
Where track alignment is on viaducts, the TPF shall be located on the ground, and power
cables shall be routed from the TPF to the gantries located on the viaducts. Routing shall
be through duct banks and manholes, and then onto the vertical columns of the viaducts.
Where track alignment is in trenches, the TPF shall be located on the ground, and power
cables shall be routed from the TPF to the motorized disconnect switch (MOD)
assemblies located adjacent to the trench alignment. Routing shall be through duct banks
and manholes, and then onto the OCS. If the TPF is located adjacent to the trench
alignment, MODs shall be located within the TPF fence.
Phase-breaks shall not be located in tunnels.
7.4
Access / Egress
Access to each TPF site shall be required both during construction and for operation and
maintenance purposes. Roads for access to the TPF shall be designed in accordance with
the ordinances of the local jurisdiction in which the TPF are located.
Access roads and gates at TPF shall be sized to permit placement and removal of all TPF
equipment, as well as access by first responders including fire department vehicles.
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The design of the access roadways and equipment arrangement within the TPF shall
ensure that equipment owned by or maintained by the local power utility company is
located within acceptable distance from the access roadway, as specified by the relevant
power supply utility.
7.5
Security
The design of the TPF sites shall include a barrier (e.g., fence, CMU block wall). The
height of the barrier above finished grade shall be 2 metres (6’-6”) along the complete
perimeter, to prevent unauthorized access.
The design of the access gates shall include a means to secure the gates and prevent
unauthorized access.
All equipment enclosures shall have a Metrolinx approved locking device.
The doorways at the prefabricated equipment enclosures shall include Metrolinx
approved intrusion detection hardware, which shall be remotely monitored.
7.6
Parking Spaces
The number and sizes of parking spaces for O&M personnel to be incorporated into the
design of each TPF site shall conform to Metrolinx existing specifications / standards
/guidelines / instructions.
7.7
Drainage
This shall conform to Metrolinx existing standards / guidelines / instructions including
GO Transit Design Requirement Manual.
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EPS-01000
Traction Power Supply System
8.
FEEDING AND SECTIONALIZING
8.1
Feeding
At each TPS, HV power shall be drawn from the power utility network at 230 kV. Two
incoming circuits shall be required, each originating from different utility substations
wherever possible, or at least from different bus systems. These may be carried on the
same transmission towers. Two equally sized HV traction power transformers shall be
provided at each TPS, each transformer supplied from a separate incoming circuit. Both
transformers shall be energized under normal TES configuration, with one of them
supplying power to the feed section west/north of the TPS, and the other supplying power
to the feed section to the east/south. The two feed sections shall be separated by a phasebreak at the TPS. Both HV power transformers shall be individually capable of
supplying the full normal load of the TPS.
Note: Metrolinx has decided that Hydro One shall be designing and implementing the
traction substations. Therefore, the design details of the substations are awaited from
Hydro One.
8.2
Sectionalizing
Main Tracks
In order to limit the extent of an outage zone due to faults or maintenance, the catenary
shall be sectionalized both between the tracks and longitudinally on the same track along
the route. Longitudinal sectionalizing of the catenary shall be provided at the TPS, SWS,
PS, and at all track interlocking’s and track turnouts. The sectionalizing at the TPS and
SWS shall be of the phase break type; elsewhere, it shall be a regular sectioning gap
(insulated overlap or air gap type on the main tracks, with section insulators permitted on
crossover and turnout tracks).
At TPF, the sectionalizing gaps shall be provided with normally open (N.O.) no-load type
motorized disconnect switches that can be closed during contingency operations if the
catenary on both sides of the sectionalizing gap needs to be electrically continuous.
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At track interlockings, the longitudinal sectionalizing gaps shall be provided with
normally closed (N.C.) load break motorized disconnect switches. These can be opened
during contingency operations to isolate a smaller segment of one track, either between
adjacent interlockings (contained within an electrical section) or within an interlocking
and the adjacent TPS, SWS or PS (contained within an electrical section). In either case,
this shall permit single-track operations on the other track. At back-to-back crossovers,
the sectionalizing arrangement shall be such that the catenary of any track on either side
of the interlocking can be isolated selectively.
Concerning the negative phase, two parallel along-track NF shall be provided along the
route (one per main track) regardless of the number of parallel tracks at a given location.
Longitudinally, the NF system shall be sectionalized at the TPS, SWS and PS.
Power Supply to Sidings and Extra Terminal Tracks
As a rule, the power supply to short segments of track sidings that are not used for regular
train service along the main line shall be derived from the adjacent main track via a N.C.
no-load type motorized disconnect switch across the sectionalizing gap at the turnout. If
the siding has turnouts from the main track at both ends, sectionalizing gaps and switches
shall be provided at both ends, with one of the disconnect switches being N.O. and the
other N.C. type. This feeding arrangement shall be used regardless of whether the track
siding is close to a TPF or not. At terminals with more than two tracks, traction power
for the additional tracks shall be derived from the main tracks in similar fashion (i.e.,
using N.C. motorized disconnect switches across sectionalizing gaps at the turnouts).
Both sidings and extra terminal tracks shall be radially fed from the adjoining main track
through a single connection point.
8.3
Feeding and Sectionalizing Diagram
The feeding and sectionalizing diagram also referred to as ‘key one line diagram’ will
give the basis of the concept of the electrical traction feeding and sectionalizing.
The diagram will present a global view of the electrified tracks displaying the
configuration of the traction power supply system, that is, locations of the traction power
facilities (traction substations, switching stations and paralleling stations) and the
electrical equipment installed therein such as transformers/autotransformers, circuit
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breakers, buses, and other electrical equipment installed on line such as disconnect
switches and phase breaks.
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9.
INTERFACES & COORDINATION WITH HYDRO ONE
9.1
HV Utility Interconnections
An agreement shall be developed with Hydro One regarding the feeding arrangements on
the high voltage side and the design, operation, and maintenance of the substation
facilities (see note, clause 8.1).
A typical view of HV equipment at a TPS is presented in Appendix A.
9.2
Impact on the HV Utility Grid
The load imposed by the railway’s traction power substations on the electric utility’s 3phase 230-kV system shall be single-phase, nonlinear, and rapidly variable over time.
Since each HV transformer shall draw power from only two phases of a three-phase
system, this shall inevitably cause current and voltage imbalances in the HV supply grid.
As a rule, the railway load is characterized by three factors:
1. Phase imbalance caused by the single-phase nature of the load. Of the
current and voltage imbalances, the voltage imbalance is of greater
concern, as it affects the power quality of other utility customers.
2. Voltage flicker, caused by the highly variable nature of the load.
3. Harmonic distortion, produced by the power convertors on the trains.
In order to mitigate the effects of the unbalanced loading, the single-phase connections of
the HV transformers shall be alternated from one pair of phases feeding one transformer
to a different pair of phases feeding the other transformer at the same TPS. The phase
connections shall also be changed between substations. This shall partially balance the
load between the three phases regionally.
The TPSS design shall address power quality issues arising from operation of the
Metrolinx electric trains, including voltage imbalance, voltage flicker, and harmonic
distortion caused by the railway load on the HV supply system.
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9.3
Traction Power Supply System
Harmonic Distortion Limits
The traction power supply system per se, generally, does not produce harmonics.
Harmonics are mainly generated by the traction unit of the rolling stock and because of
occasional momentary loss of contact between the OCS and the pantograph of the
moving train.
The harmonic distortion limits for individual and total harmonic distortion of voltage and
current shall be followed per Tables 11-1, 10-3 and 10-4 of IEEE Std. 519, “IEEE
Recommended Practices and Requirements for Harmonic Control in Electrical Power
Systems,” unless the limits imposed by the concerned power supply utility are more
strict. If harmonic distortion exceeds the permissible limits, suitable harmonic filters
shall be provided on the 25 kV side of the bus at TPS.
9.4
Voltage Unbalance
The TPSS installations shall conform to the voltage unbalance criteria specified in the
relevant codes and standards.
9.5
Power factor
The TPSS design shall conform to the power factor requirements of the HV power utility.
If needed, power factor correction equipment may be installed at TPS on the 25 kV side.
Modern rolling stock, however, has almost unity power factor, and power factor
correction may not be required.
9.6
Voltage Clearance
The TPSS design shall conform to the requirements of standards and codes including
Canadian Standard CSA C22.3 No. 1 in maintaining physical separation clearances
around high and low voltage components.
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9.7
Traction Power Supply System
Metering
Metering equipment shall be provided at all TPS as per the requirements of Hydro One.
9.8
Feeding of Regenerated Energy Back into Hydro One Grid
Network
The Metrolinx trains shall use regenerative braking. Some of the regenerated energy
shall be used by other trains within the feed zone of the same main transformer of the
TPS as the braking train, or to meet the auxiliary power requirements of regenerativebraking train. The unused net regenerated energy shall have to be either dissipated in the
rheostatic braking resistors of the train or in the automatic assured receptivity units of the
TPS, or alternatively fed back into the HV network of Hydro One (See clause 20.3).
Metrolinx shall discuss with Hydro One the logistics of feeding regenerated energy back
into the Hydro One grid. The quality of regenerated energy shall conform to Hydro One
specifications.
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10. ASSUMPTIONS FOR THE SIZING
10.1 Environmental/Climatic Conditions
The environmental/climatic data pertaining to the Metrolinx Electrification is given
hereunder:
Environmental Requirements: Extremes
1.
Temperature Range: -32.8 ºC to + 44.4 ºC
2.
Maximum rainfall in 24 hours: 98.6 mm
3.
Maximum snowfall in 24 hours: 48.3 cm
4.
Humidex: 44.5
5.
Elevation: 77 m
10.2 Electrical Data
The sizing of TPF has been based on the recommendations of the Electrification Study
Report submitted by the DELCAN Arup JV and subsequent traction power load flow
study done by LTK (refer to clause 3).
These studies were done to ensure that the TPSS can support the train operations plan
described in clause 19 both under normal operating conditions and under ‘single
contingency conditions’ as described therein.
Ratings and configuration for each type of TPF shall be standardized to the extent
practical. In general, each TPS shall have two 30-MVA power transformers, each SWS
shall have two 10 MVA autotransformers and each PS shall have one 10-MVA
autotransformer.
Major electrical data is presented in Table 2 below:
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Table 2: Major Electrical Data
Parameters
230 kV equipment (at 25 kV equipment (at overhead
incoming HV system contact system voltage)
voltage)
Rated frequency
60 Hz
60 Hz
Rated Voltage
230 kV
25 kV
Hydro One incoming
XX
N/A
current
Lowest non-permanent
XX
17.5 kV
voltage
Lowest permanent voltage
XX
19 kV
Nominal Voltage
230 kV
25 kV
Highest permanent Voltage XX
27.5 kV
Maximum current flowing
XX
N/A
into each Hydro One
incoming feeders
Note: xx denotes information to be obtained from Hydro One. Hydro One may also
confirm other HV data.
10.3 Verification of Configuration
The configuration of the TPSS, including locations of TPF; the ratings of major
equipment, such as transformers and autotransformers; and ampacities of OCS
conductors shall be confirmed by a computer based traction power load flow study.
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11. TRACTION POWER SUPPLY ARCHITECTURE
11.1 Components
The traction power supply system (TPSS) is comprised of traction substations (TPS),
switching stations (SWS), and paralleling stations (PS). These are described in brief in
clause 6 and clause 7, above. Schematic sketches of TPSS components showing one
TPS, SWS, and PS each are presented in Appendix A.
Sometimes SWS and PS are considered a part of the traction power distribution system
(TPDS). This Performance Specification contains TPS architecture and general location
requirements of all TPF. The architecture of SWS and PS is presented in the allied
Section EPS-02000: Traction Power Distribution System.
The TPSS also contains wayside power control cubicles (WPC). WPC is an enclosure
for power supply equipment for the operation of motorized disconnect switches and the
associated Supervisory Control and Data Acquisition (SCADA) equipment located at the
wayside.
The TPSS architecture is described in the following clauses.
11.2 Traction Power Substation (TPS)
A TPS is an electrical installation in which power is received at high voltage and
transformed to the voltage and characteristics required at the OCS for the nominal 2x25
kV system, containing equipment such as transformers, circuit breakers and
sectionalizing switches. It also includes the incoming high voltage lines from the power
supply utility.
The typical layout of a TPS is presented in Appendix A.
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HV Connection Scheme
At each TPS, two separate 3-phase HV circuits shall be drawn from the power utility
network. These circuits should be originating from different utility substations wherever
possible, or at least from different bus systems. These may be carried on the same
transmission towers. Two equally sized HV traction power transformers shall be
provided at each TPS, each transformer supplied from a separate incoming circuit. Both
transformers shall be energized under normal TES configuration, with one of them
supplying power to the feed section west/north of the TPS, and the other supplying power
to the feed section to the east/south. The two feed sections shall be separated by a phasebreak at the TPS. Both HV power transformers shall be individually capable of
supplying the full normal load of the TPS.
The HV transformers shall be single-phase, with their primary windings connected to two
phases of the utility’s 230-kV, 3-phase system. The secondary winding of the HV
transformer shall be either:
1.
A single winding with a grounded midpoint connected also to the running
rails, or
2.
Two separate counter-phase secondary windings connected in series, with
the common point grounded and connected to the running rails.
Configuration and Operational Flexibility
The TPS re-configuration capabilities shall be such that a single transformer shall be able
to supply power to the feed sections both west/north and east/south of the TPS in an event
such as:
1.
Power loss to one of the incoming 230 kV feeder lines,
2.
Temporary outage of one of the transformers or transformer-related
equipment, or
3.
Outage of a 25 kV bus section.
The “positive” bus of the TPS—the bus supplying power to the catenary—shall be split
into two sections interconnected via a normally open (N.O.) motorized tie circuit breaker,
with each bus section supplied by a different transformer under normal conditions. In the
normal TES configuration for two main tracks, each section of the positive bus shall feed
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two different catenary electrical sections. (Similar requirements apply to four main track
sections).
The “negative” bus of the TPS—the bus supplying power to the along-track NF—shall be
sectionalized likewise. Tie-breakers of both the catenary and the NF buses shall be
interlocked with each other so that they open and close together; these shall, in effect, be
two-pole breakers. To prevent inadvertent bridging of two incoming supplies, the tiebreakers shall also be interlocked with their associated disconnect switches and the main
transformer circuit breakers.
The outer terminals of the secondary winding of each HV transformer shall be connected
to the positive and negative buses (the bus sections corresponding to the particular
transformer) through a two-pole circuit breaker. The positive and negative buses in turn
shall be connected to the catenary and NF, respectively, through single-pole circuit
breakers and in-series connected no-load motorized disconnect switches.
Jumper type motorized, N.O., load-break disconnect switches shall also be provided,
connected between each pair of in-phase, same-side, single-pole circuits to allow for one
25 kV circuit to feed both track sections under emergency conditions of feed extension
because of complete failure of any TPS. Furthermore, N.O. trackside motorized loadbreak switches shall be installed at the substation’s phase break, to provide in emergency
conditions for electrical continuity between the catenary and NF, respectively, on either
side of the phase break. The flexibility and re-configuration capability of the single line
diagram of the TPS on the 50/25 kV side shall be such that a loss of one single-pole
circuit breaker, or disconnect switch, or interconnecting cable still allows the TPS to feed
the whole feed zone of the TPS without having to de-energize one of the HV
transformers.
11.3 Switching Station
In Switching Stations (SWS), the supplies from two adjacent TPS are electrically
separated; also electrical energy can be supplied to an adjacent but normally separated
electrical section during contingency power supply conditions. An SWS also acts as a
paralleling station (PS).
The typical layout of SWS is presented in Appendix A.
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Details about SWS architecture are presented in the allied Section EPS-02000: Traction
Power Distribution System.
11.4 Paralleling Station
This is an installation that helps boost the OCS voltage and reduce the running rail return
current by means of the autotransformer feed configuration. The negative feeders (NF)
and the catenary conductors are connected to the two outer terminals of the
autotransformer winding at this location with the central terminal connected to the rail
return system. OCS sections can be connected in parallel at PS locations.
The typical layout of PS is presented in Appendix A.
Details about PS architecture are presented in the allied Section EPS-02000: Traction
Power Distribution System.
11.5 Wayside Power Control Cubicle
In addition to the above TPF, wayside power control cubicles (WPC) shall be located at
railway stations, including the universal crossovers at both ends, and on the wayside at
universal crossovers, at rolling stock maintenance facilities, and at wayside infrastructure
maintenance facilities. WPC is an enclosure for power supply equipment for the
operation of motorized disconnect switches and the associated SCADA equipment
located at the wayside. Every WPC shall have, in general, a footprint of 3 metres X 2.5
metres (10 feet X 8 feet). The number of WPC at each site shall depend upon the site
conditions, the layout of track including crossovers and MODs, the location of the
auxiliary power source, and the routing of cables. The requirement and locations of WPC
shall be suitably optimized in consultation with the OCS, Signalling, and
Communications Systems.
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The design of each WPC shall include:
1.
All equipment provided therein;
2.
Grounding system;
3.
SCADA interface with the Communications system; and
4.
Auxiliary power and SCADA interface with the OCS system at the
operating panel of the MOD.
11.6 Traction Power Supply for the Rolling Stock Maintenance
Yard
The traction power supply for the rolling stock maintenance yard shall be supplied from a
separate circuit breaker on the TPF located nearest to the rolling stock maintenance yard.
It shall be a 1x25 kV system with independent protection and sectionalizing
arrangements.
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12. DESCRIPTION OF 230 kV AND 25 kV EQUIPMENT
12.1 230 kV Equipment in the Traction Power Substation
Each traction power substation shall, in general, have the following 230 kV equipment:
1.
Two 230 kV circuits from the power supply utility grid, preferably from
different substations, at least from different buses of the same substation.
The circuits could be overhead or underground conductors depending
upon the design by the power utility.
2.
230 kV utility disconnect switch;
3.
230 kV circuit breakers;
4.
Lightning Arresters
5.
Grounding and bonding
6.
Protective relaying
7.
230 kV side metering equipment including current and voltage
transformers, meters, and other equipment as required; and
8.
Single phase power transformer with 230 KV primary winding and 2x25
kV secondary winding.
Hydro One shall be designing and constructing or implementing the traction substations.
Therefore the performance specifications shall depend upon Hydro One’s design.
Typical brief specifications of (a) HV switchgear and (b) power transformers are
presented in Appendix B.
12.2 2x25 kV Equipment in the Traction Power Substation
Each traction power substation shall have the following 2x25 kV equipment:
1.
25 kV equipment enclosures
2.
25 kV double-pole switchgear
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3.
25 kV single-pole switchgear
4.
25 kV double-pole isolator
5.
25 kV single-pole isolator
6.
25 kV cables
7.
25 kV raceways, cable troughs and trays
8.
Lightning arresters
9.
Protection relays
10.
Grounding and bonding system
Typical brief specifications for equipment items are presented in Appendix B.
12.3 2x25 kV Equipment in the Switching Stations and
Paralleling Stations
The SWS and PS shall have the following 2x25 kV equipment:
1.
Autotransformers – two for each SWS and one for each PS
2.
25 kV equipment enclosures
3.
25 kV double-pole switchgear
4.
25 kV single-pole switchgear
5.
25 kV double-pole isolator
6.
25 kV single-pole isolator
7.
25 kV cables
8.
25 kV raceways, cable troughs and trays
9.
Lightning arresters
10.
Protection relays
11.
Grounding and bonding system
Typical brief specifications for equipment items are presented in Appendix B.
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12.4 1x25 kV Equipment in the Traction Power Supply System
The traction power supply system shall have the following 1x25 kV equipment:
1.
25 kV/600V auxiliary transformers
2.
Associated switchgear
3.
Protective relaying
4.
Lightning arresters
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13. LOW VOLTAGE DISTRIBUTION ARCHITECTURE
13.1 Auxiliary and Control Power
Auxiliary power at prefabricated equipment enclosures (for lighting, receptacles, and the
like) can be derived from:
1.
Two local power utility services; or
2.
Locally by tapping of each 25 kV bus and transforming to the utilization
voltage through auxiliary transformers ; or
3.
One local power utility service and one tapping of the 25 kV bus (which is
transformed to the utilization voltage).
The arrangement at each site shall be site-specific, reliable, and economical.
The primary auxiliary power source shall be switched to the secondary auxiliary power
via an automatic transfer switch.
The auxiliary transformer shall be sized based upon the demand electrical load.
Auxiliary transformers may be indoor or outdoor type, with suitable enclosures according
to their location.
Control power at traction power facilities shall be 125 V dc and originate from a battery
and battery charger.
13.2 Emergency Power
Emergency Electrical Loads
Emergency electrical loads are those ac and dc electrical loads required to be in operation
during a disruption in the normal power supply to a TPF. These electrical loads include,
but are not limited to, the following:
1.
Fire Alarm Control System.
2.
Supervisory Control and Data Acquisition System.
3.
Intrusion Detection System.
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4.
Control Power.
5.
Emergency Lighting System
Refer to GO Transit Design Requirements Manual for additional requirements.
Emergency Power Requirements
An emergency power source, i.e. uninterruptable power supply system, (UPS), rated for
at least 8 hours connected electrical load, shall be provided for all emergency lighting,
exit signs, and other vital equipment located at TPF. In addition to the noted electrical
loads, the emergency power source shall be able to support at least three operating cycles
(in which a trip and close operation constitutes one cycle) of all circuit breakers
simultaneously.
The design of the batteries shall be Lithium Ion or VRLA or approved equivalent, which
shall have a life expectancy of at least 20 years and be low maintenance.
Transfer from the normal LV power source to the emergency power source shall be
automatic.
The design of each TPF shall include a receptacle and associated switching equipment to
permit the connection of a portable diesel generator during abnormal operating
conditions.
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14. TES SCADA AND PROTECTION SYSTEM
The control, automation, protection and communication tasks for the traction power
supply and distribution system will be done by a local network inside the traction power
facilities (TPF) and wayside power control cubicles (WPC) and by a line network
allowing communication / data transfer between the TPF, WPC and the operations
control center (OCC).
14.1 TPSS SCADA
The TPSS SCADA is described in the allied Performance Specification Section EPS08000: SCADA.
14.2 Electrical Protection System
General Requirements
The primary aim of the electrical protection system is to protect persons and equipment in
case of electrical faults or overloads.
A properly coordinated and selective protection system shall be designed to ensure that
any electrical faults or overloads are detected and cleared rapidly without unnecessarily
interrupting power to healthy sections of the TES.
Primary and backup protection shall be provided to achieve the required redundancy.
The protection system shall be graded to ensure that faults are cleared by the protection
devices located closest to the fault and the area of interruption is minimized. The fault
clearing time shall be suitably designed to ensure safety of personnel.
The protective devices shall discriminate properly between faults or overload conditions
and train starting and accelerating conditions.
The protection system shall work properly with the rolling stock onboard equipment and
shall take into consideration the maximum short circuit interrupting capacity associated
with the rolling stock’s 25 kV main circuit breaker.
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The reclosing of switchgear after fault/overload tripping may be manual or automatic.
This aspect shall be decided for each system taking into consideration potential delay to
trains because of power supply dislocation versus safety of personnel.
The protection system design shall be coordinated with the utility power provider’s
protection system.
The maximum anticipated short circuit current shall be determined at all switchgear buses
and protective devices, which shall be selected with short circuit ratings exceeding the
available fault levels.
Busbars, cables and overhead conductors shall be rated to withstand short circuit currents
without damage for a time sufficient to allow protective devices to operate.
The protection system shall prevent the paralleling of two out-of-phase supplies at
traction power substations or switching stations.
Measures shall be taken to insure that equipment is protected against transient
overvoltage resulting from lightning and switching surges. This includes the proper
coordination of insulation levels throughout the power distribution system and the
provision of a properly designed low impedance grounding system.
Protection System for TES
230 kV Transmission Line Protection: This aspect shall be coordinated with Hydro One,
the power supply utility.
2x25 kV Bus Protection: Primary protection for the 2x25 kV indoor switchgear is
provided by high impedance bus differential relays. Backup protection is via delayed
instantaneous trip overcurrent relays and time overcurrent relays.
Catenary and Negative Feeder Protection: Primary protection for catenary and negative
feeder circuits is provided by directional impedance relays. Backup protection is via time
overcurrent relays.
The exact fault levels on the HV side shall be obtained from the HV power supply utility.
Relay Protection
The design of the relay protection system shall:
1.
Protect the TES equipment and cables within the TPF, the catenary and
NF against short-circuit faults, overloading, and subcomponent failures.
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2.
Incorporate fault location and discrimination capabilities, including
automatic circuit breaker reclosing for catenary and NF circuits, as well as
manual local and remote re-closure management.
3.
Provide proper coordination and selectivity for rapid fault clearance to the
affected area of the system only, preventing as much as possible the loss
of power to healthy sections of the TES.
4.
Adequately discriminate between short-term high loads and fault
conditions.
Each HV transformer and autotransformer shall be provided with protective devices,
including but not limited to the following:
1.
Overcurrent relays on the primary side (HV transformers only),
2.
Differential relays,
3.
Ground overcurrent relay on the secondary side,
4.
Over-temperature protection, and
5.
Oil-level and oil-pressure detection relays and alarms.
Catenary and NF circuit breakers shall be provided with electronic, microprocessor-based
protective relays and devices to protect against short-circuits and conductor overloading
conditions. The number and type of protective devices for a particular circuit breaker
shall be based on the overall relay protection scheme for the TES.
Protective Relaying Scheme for Catenary and NF Fault Detection
Circuit breakers equipped with distance relays shall feature multi-stage auto-reclosing
capability. Catenary and NF circuit breakers shall have separate protective relaying. The
preferred relay protection scheme shall be based on the following general principles:
The distance relays shall be located in the TPS, SWS, and PS, and shall be set to protect
the feed section for either the catenary system or the negative feeders. The negative
feeders shall be protected between either the TPS or PS, or between the PS and SWS, as
the case may be. Once the fault occurs, the circuit breakers of both TPFs on either side of
the faulty section shall trip. The tripped feeder circuit breakers shall automatically
reclose after a short time gap (for example, 4 seconds). If it is a temporary fault, the
circuit breakers shall hold on reclosure. This shall cause a power failure in the affected
section between two adjacent TPFs for a short period (4 seconds).
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If it is a permanent fault, both these circuit breakers shall trip again. The Traction Power
Director located in the Operation Control Centre shall deem it to be a permanent fault and
take suitable action to isolate the faulty section and inform the TES maintenance
organization. The operator shall also advise the corresponding traffic controllers to take
other mitigating operating actions like controlling or diverting trains, or initiating singletrack operations. The length of the section under single-track operations can be
minimized by suitable switching operations of the motor operated disconnects at the
crossovers and the circuit breakers at the affected TPFs.
The procedure for fault isolation (i.e., limiting the power loss between adjacent
crossovers on one track) can either be automated (driven by PLC-based logic) or manual
(conducted by the traction power operators in the Operation Control Centre using remote
control of circuit breakers and motorized switches).
The protective relaying scheme outlined above shall be analyzed for both normal and
contingency configurations of the TES.
Additional Protective Provisions of Traction Power Facilities
The TES design presupposes running rails electrically insulated from ground, but
connected to ground at intervals, through the neutral points of impedance bonds (at least
at TPF locations). A part of the return current shall flow through the running rails
because they are part of the traction return system. Because of the impedance of the rails,
this return current flow shall cause a voltage with respect to the ground, especially at
locations away from the ground connections.
Electrical safety of the TPSS shall be achieved by:
1.
The installations shall be designed and tested such that the permissible
touch voltages caused by the traction system under fault conditions or in
operating conditions shall not exceed values specified in the Section EPS03000: Grounding and Bonding.
2.
A direct connection shall be made between the return circuit and the
grounding system of the TPF (TPS, SWS, and PS).
3.
Each TPF shall be connected to the running rails and the aerial ground
wire by at least two return cables. Each return cable shall be of sufficient
size to carry the maximum load current, thereby allowing for the failure of
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one return cable. The connection to the running rails is through
impedance bonds.
4.
Fuses, non-lockable switches, and joint straps that can be released without
a tool shall not be installed in the return circuit.
The rated impulse voltage UNi and the short-duration power-frequency (ac) test level
voltage UA (kV rms) shall be as given in Table 3: Rated Impulse Voltage and the ShortDuration Power-Frequency (ac) Test Level Voltage. (Refer to Canadian Standard CSAC22.3 No.8 – Railway Electrification Guidelines).
Table 3: Rated Impulse Voltage and the Short-Duration Power-Frequency (ac) Test Level
Voltage
Rated Impulse Voltage and
Power Frequency Test Voltage
Rated Impulse
Voltage UNi (kV
crest)
Short-Duration
Power-Frequency
(ac) Test Level
Voltage UA
(kV rms)
Between Catenary/Negative
Feeder and Ground
150
75
Between Catenary and Negative
Feeder
300
120
All traction power facilities shall be fenced against unauthorized access. At locations
where TPF are located adjacent to the Metrolinx right-of-way, a fence shall be installed
for the complete length of the TPF site between the TPF and the trackside.
The grounding of TPF shall be integrated into the general grounding system along the
route to comply with the requirements for mitigating electric shock as specified above.
Electrical Protection Coordination with Rolling Stock
The protection system for the TES shall be designed for a maximum catenary - rails
short-circuit fault current of 15 kA (Refer to Table 7 in European Standard EN 50388 –
Railway Applications – Power Supply and Rolling Stock – Technical Criteria for the
Coordination between Power Supply (Substation) and the Rolling Stock to Achieve
Interoperability.
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Compatibility of protective systems between traction unit (rolling stock) and TPS shall be
verified for the following:
1.
When any internal fault occurs within the traction units (rolling stock),
both the TPS feeder circuit breaker and the traction unit circuit breaker
may trip immediately. However, the traction unit circuit breaker should
trip in order to avoid the substation circuit breaker tripping.
2.
After the substation circuit breakers have tripped, these breakers shall be
capable of being reclosed either automatically or manually only, say, after
a lapse of at least three seconds.
3.
The traction unit circuit breakers shall trip automatically within three
seconds after loss of line voltage.
4.
On re-energization, the traction unit circuit breaker shall not reclose within
three seconds of the line being re-energized.
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15. GROUNDING, RETURN CURRENT, AND LIGHTNING
PROTECTION
The purpose of grounding and bonding system is to establish the basis to accomplish the
following:



Provide for the electrical safety of rail system personnel, passengers, and other
public.
Protect the integrity of rail operations and of maintenance requirements from
electrical hazard.
Protect equipment, cabling, buildings, and structures from electrical hazard.
The grounding and bonding of TPSS is described in the allied Performance Specification
Section EPS-03000 Grounding and Bonding.
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16. POWER AND CONTROL CABLES DESCRIPTION
16.1 General
All electrical conductors shall be copper. Conductors and cables interconnecting
equipment and/or cabinets shall be enclosed in raceways or cable tray systems.
16.2 25 kV Cables
Insulated traction power cables shall be single-conductor with concentric neutral,
shielded, external non-metallic jacket that is low smoke and sunlight resistant. The
cables shall be suitable for installation in wet or dry locations, in underground conduit or
exposed to the weather. The cables shall be rated for 30 kV phase-to-ground, and have
133 percent insulation level. See NFPA 130 for requirements of conductors when routed
through tunnels, and see Military (MIL) standard 246431 series.
The cables shall be rated for 90 ºC continuous conductor temperature, 130 ºC for
emergency short-term operation, and 250 ºC for short circuit conditions. The conductors
shall be copper, with Class C stranding. The shield and concentric neutral shall be
grounded at one end only, at the station ground bus, to avoid circulating ground return
currents through the shield and neutral wires.
Traction power cables that connect both the 25 kV ac feeder breakers to the catenary and
negative along-track feeders, and the running rails to the return bus, shall be sized to
carry the maximum rms load currents, with due consideration for the installation
environment. Cables shall be de-rated for installations in common underground duct
banks or cable trays.
Positive and negative 25 kV feeders and neutral return feeders shall be standardized in
multiples of a single copper conductor size to achieve the required circuit ampacity. The
cables shall have sufficient ampacity to carry the maximum rms current imposed by the
worst-case operating scenario on a continuous basis, without exceeding the 90 ºC
conductor temperature limit.
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16.3 Low Voltage Cables
Low voltage ac and dc power and control cables shall be copper conductors, rated for 600
V ac, with maximum conductor temperature of 90 ºC, and shall be suitable for
installation in conduits, ducts, cable troughs, and cable trays. Cables exposed to the
outdoor environment shall have a weather resistant jacket.
Instrumentation cable shall be 600 V insulated, multiple shielded, certified for installation
in conduits, ducts, cable troughs, and cable trays. For multi-pair twisted cable, each pair
shall be individually shielded and the cable shall have an overall shield insulated from the
individual pair shields.
Cable splices shall not be permitted.
16.4 Segregation
Insulated cables of different voltage classes shall not occupy the same conduit, cable tray,
pull box, or manhole.
An underground ductbank may contain conduits for low voltage power and control
cables, as well as high voltage traction power cables. However, separate pull boxes shall
be provided for each type of cables.
For increased flexibility and system reliability during maintenance, 25 kV positive feeder
conductors, 25 kV negative feeder conductors, and rail return feeder conductors shall not
be routed through the same manholes and pull boxes. At TPF, if cables for the positive,
negative, and neutral circuit need to share an overall common enclosure (such as cable
trench), then partitions or barriers shall be provided to achieve circuit separation.
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17. INSTALLATION GUIDELINES
Hydro One shall be designing and constructing or installing the TPS. Installation
guidelines shall be developed later when design inputs from Hydro One are available.
The system shall conform to all applicable codes, standards, and guidelines including
specifications of Hydro One and equipment manufacturers’ instructions.
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18. TESTING
The equipment, assembly, sub-system, and the system shall be tested per the NETA ATS
– Standard for Acceptance Testing Specifications for Electrical Power Equipment and
Systems (2013), other applicable codes, standards, and the manufacturers’ guidelines.
All 230 kV equipment including circuit breakers, buses, disconnect switches, protection
and metering equipment, main transformers, and possibly 25 kV equipment such as
switchgear, buses, and disconnect switches in the TPS shall be designed, procured and
installed by Hydro One (see note, clause 8.1). This clause shall be further populated once
detailed information is available.
In anticipation of receipt of information from Hydro One the following testing
requirements are specified:
18.1 Factory and Installation Tests
Factory tests shall include design and production tests performed prior to shipment of the
equipment. Unless otherwise indicated, Metrolinx may waive the requirements for
design tests upon review of test procedures, test results, and/or certified documentation of
like equipment. Tests results on like equipment or materials shall be submitted for the
design tests that are to be waived.
All wiring within the respective cubicles and control panels and all interconnecting
wiring between cubicles shall be tested before shipment. All wiring shall be checked for
accuracy, open circuits, short-circuits, ground connections, and insulation integrity by
means of high-potential, continuity, and operational tests. All wiring shall be given a
high-potential test of 2,500 volts dc to ground for one minute. The wiring shall be
checked completely, including inter-connections required at shipping splits.
Pre-Packaged Control Building:
Perform water test at building joints.
The HVAC system shall be tested according to manufacturer’s instructions in order to
verify its proper functions and settings.
1.
Perform air quantity measurements in main and branch ducts by Pitot tube
traverse of the entire cross-sectional area of the duct. Measure ducts
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having velocities 5.081 mps (1,000 fpm) or more, by inclined manometers
(draft gauge) and magnehelic gauges. Perform air measurements required
for ducts having velocities of less than 5.081 mps (1,000 fpm) with micromanometers, hook gauges, or similar low pressure instruments. Seal
openings in ducts for Pitot tube insertion with snap-in plugs after air
balance is completed. Determine outlet and inlet air quantities by direct
reading velocity meters in accordance with the register and grille
manufacturer’s recommendation.
2.
Obtain total air quantities by adjustment of fan speeds or blade setting.
Adjust branch duct air quantities by volume or splitter dampers,
permanently mark damper operators after air balance is complete so that
they can be restored to their correct position if disturbed at any time.
Maintain highest possible fan efficiency during balancing.
3.
Volume damper may be used to balance air quantities at outlets and inlets
provided final adjustments do not produce objectionable sound levels or
drafts. Air quantity adjustment by outlet deflectors, grids, or air scoops
shall not be permitted.
High Voltage AC Power Cables
As a minimum, the following production tests shall be performed:
1.
2.
3.
4.
5.
Conductor Resistance,
Insulation Resistance,
High Voltage ac,
Shield Resistance Measurement, and
Partial Discharge (Corona).
AC and DC Control Power Systems
Battery – All required tests indicated in IEEE 450 shall be performed on all batteries.
Battery Charger – The following tests indicated in NEMA PE5 as "Design Test" shall be
performed on one (1) battery charger:
1.
2.
3.
4.
Dielectric test,
Circuit operation test,
No-load test, and
Maximum output current test.
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The manufacturer’s standard tests shall be performed on all battery chargers.
Distribution Panels – The manufacturer’s standard production tests shall be performed on
all ac and dc distribution panels.
Traction Power Transformers
Design Tests: Design tests shall be performed by manufacturer on one transformer prior
to series production.
Routine Tests: Routine tests as specified in Table 4: Routine and Design Tests of
Traction Power Transformers shall be performed by manufacturer on each transformer.
Tests specified in Table 4 shall be performed in accordance with ANSI/IEEE C57.12.90
unless otherwise specified in this Specification.
Table 4: Routine and Design Tests of Traction Power Transformers
TESTS
Routine
Resistance Measurements
Ratio (Note 1)
Polarity and Phase Relation
No-Load Losses and Excitation Current
Impedance Voltage and Load Loss (Note 2)
Temperature Rise (Note 3)
Dielectric Tests:
Low Frequency (Note 4)
Lightning Impulse (Note 5)
RIV (Partial Discharge)
Insulation Power Factor
Insulation Resistance
Audible Sound Level (Note 6)
Short-Circuit Capability (Note 7)
Mechanical:
Lifting and Moving Devices
Pressure
Leak
Load Tap Changer (Note 8)
X
X
X
X
X
Design
X
X
X
X
X
X
X
X
X
X
X
X
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Note 1: Ratio test shall be performed on all tap positions of the load tap changer.
Note 2: Short circuit impedance and reactance measurements shall be performed on the
nominal tap position and on the extreme tap positions of the load tap changer.
Note 3: Temperature rise test shall be performed in accordance with the procedure of
the ANSI/IEEE C57.12.90.
Note 4: Partial discharge measurement shall be performed during the induced voltage
test to demonstrate that there is no damaging corona.
Note 5: If the load tap changer is located at the centre point of the primary winding, the
manufacturer shall ensure that the load tap changer shall be subject to the full
wave impulse voltage. The appropriate test procedure shall be submitted for
approval. Impulse tests shall be performed with the LTC on nominal and
extreme positions.
Note 6: Sound level shall not exceed the values specified in NEMA standard TR1. The
load tap changer shall be on the tap position on which the highest audible sound
level is produced.
Note 7:
Short circuit tests may be required on one unit.
Note 8: Routine tests shall be performed on the load tap changer when completely
assembled on the transformer. Routine tests shall be performed in accordance
with relevant standards.
Installation Tests – The following tests shall be performed after installation of each
traction power transformer:
1.
2.
3.
4.
5.
Insulation test between windings, all windings to ground, and core to
ground using 2,500 Vdc megohmmeter;
Routine/Functional tests of protective devices;
Tap changer test with turn ratio test on all taps for proper tap setting;
Oil sample tests; and
Busbar tests.
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Auto Transformers
Design Tests: Design tests shall be performed by the manufacturer on one
autotransformer prior to series production. This autotransformer shall be subject to the
design tests specified in Table 5: Routine and Design Tests of Autotransformers.
Routine Tests: Routine tests as specified in Table 5 below shall be performed by
manufacturer on each autotransformer.
Tests specified in Table 5 shall be performed in accordance with ANSI/IEEE C57.12.90
unless otherwise specified in this Specification.
Table 5: Routine and Design Tests of Autotransformers
TESTS
Routine
Resistance Measurements
Ratio
Polarity and Phase Relation
No-Load Losses and Excitation Current
Impedance Voltage and Load Loss
Temperature Rise (Note 1)
Dielectric Tests:
Low Frequency (Note 2)
Lightning Impulse
RIV (Partial Discharge)
Insulation Power Factor
Insulation Resistance
Audible Sound Level (Note 3)
Short-Circuit Capability (Note 4)
Mechanical:
Lifting and Moving Devices
Pressure
Leak
X
X
X
X
X
Design
X
X
X
X
X
X
X
X
X
X
X
Note 1: Temperature rise test shall be performed in accordance with the procedure of
the ANSI/IEEE C57.12.90.
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Note 2: Partial discharge measurement shall be performed during the induced voltage
test to demonstrate that there is no damaging corona.
Note 3: Sound level shall not exceed the values specified in NEMA standard TR1.
Note 4:
Short-circuit test may be required on one unit.
Control and Indication Panels
Relays:
1. Design Tests: Design tests shall be, or shall have been, performed on one
relay of each type and rating in accordance with ANSI/IEEE C37.90.
2. Production Tests: Production tests shall be performed on all relays in
accordance with ANSI/IEEE C37.90.
3. Functional tests of all devices by secondary injection (simulating input and
output as necessary.
Meters:
1.
Design Tests: Design tests shall be, or shall have been, performed on one
metre of each type and rating in accordance with ANSI/IEEE C39.1.
2.
Production Tests: Production tests shall be performed on all metres in
accordance with ANSI/IEEE C39.1.
3.
Functional tests of all devices by secondary injection (simulating input and
output as necessary.
Annunciator Panels:
1.
Design Tests: Design tests shall be, or shall have been, performed on one
annunciator panel of each type with all accessories in place in accordance
with ANSI/IEEE C37.20.1, ANSI/IEEE C37.20.2, and ANSI/IEEE
C37.20.3.
2.
Production Tests: By means of insulation resistance, continuity, and
operation tests all annunciator panels, with all accessories in place, shall
be production tested for proper operation, accuracy, short circuits, and
open circuits, in accordance with ANSI/IEEE C37.20.1, ANSI/IEEE
C37.20.2, and ANSI/IEEE C37.20.3.
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Programmable Logic Controls (PLC):
1.
Design Tests: Design testing shall include voltage spike test, current spike
test, radio frequency noise test, vibration test and electrostatic discharge
test.
2.
Production Tests: Production tests for the PLC shall include burn-in of
completed processor, all I/O modules, and power supplies for a minimum
of 24 hours to maximum of 100 hours depending upon device complexity.
During this test, power shall be periodically cycled with the units
functionally operating and continually tested and monitored.
Lighting System:
1.
Schedule adjustment of exterior lighting system installations to occur
during hours of darkness.
2.
Test lighting circuits for continuity and operation.
3.
Test fixtures and equipment enclosures for continuity of grounding
system.
4.
Aim and adjust fixtures to provide desired distribution pattern.
5.
Test time switches, control devices, and contactors for connection in
accordance with wiring diagram.
6.
Check tightness of cable connections of time switches, lighting contactors,
photo electric controls and limit switches.
7.
Test operations of circuits, control devices, and contactors.
Upon installation the following features shall be tested and certified for each traction
power substation, switching station, paralleling station and WPC (as applicable):
1.
Fire Detection System
2.
Intrusion Alarm System
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Instrument Transformers
The instrument transformers shall undergo all routine tests identified in ANSI/IEEE
C57.13, including but not limited to:
1.
Applied voltage test for primary and secondary windings.
2.
Induced voltage test for secondary winding.
3.
VT accuracy tests on ratio correction factor and phase angle to confirm
0.15 percent performance at 100 percent voltage on each tap at burdens
"O" and "Y".
4.
Polarity check.
5.
The test standard and ANSI burdens shall be rated and certified by the
National Institute of Standards and Technology for accuracy testing of
0.15 percent production units.
In addition to the ANSI standard tests for new equipment designs, the following tests
shall also be performed on each unit:
1.
Insulation power factor (dissipation factor) test to confirm that the
insulation power factor of the transformer is equal to or less than 0.5
percent.
2.
Partial discharge test shall be performed on each unit to confirm that the
unit is partial discharge-free at a minimum of 135 percent of operating line
to ground voltage. During the PD test, the unit shall be raised to minimum
prestressed level of 200 percent of line to ground voltage.
3.
Vacuum leak test down to 80 microns to ensure integrity of welded joints
and gaskets.
Pre-Packaged 2 x 25 kV Switchgear
Design Tests – The following tests shall be performed on an ac circuit breaker and
switchgear assembly:
1.
All applicable tests identified as Design Tests in ANSI/IEEE C37.09 and
NEMA SG 4 on the circuit breaker.
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2.
Traction Power Supply System
All applicable tests identified as Design Tests in ANSI/IEEE C37.20.1,
ANSI /IEEE C37.20.2 and ANSI/IEEE C37.20.3 on the switchgear
assembly.
Production Tests – The following tests shall be performed on all ac circuit breakers and
all switchgear assemblies:
1.
All applicable tests identified as Production Tests in ANSI/IEEE C37.09
and NEMA SG 4 on the circuit breakers.
2.
All applicable tests identified as Production Tests in ANSI/IEEE
C37.20.1, ANSI/IEEE C37.20.2, and ANSI/IEEE C37.20.3 on the
switchgear assemblies.
Installation Tests – The following tests shall be performed after installation of all ac
switchgear assemblies in each traction power substation, switching station and paralleling
station switchgear building:
1.
Continuity and insulation of all buses and wiring.
2.
Insulation to ground tests on the buses with circuit breakers "in" and
"closed".
3.
Electrical operation – all circuit functional tests to be carried out
(simulating operation of other devices as necessary).
230 kV Circuit Breakers
Factory Tests: Factory tests shall be performed as specified in ANSI/IEEE C37.09 and
certifications provided. In addition, the following factory tests shall be performed on the
assembled circuit breakers, and on individual components as required:
1.
Pressure Tests: Each part which may be subjected to pressure in service
shall be pressure tested at twice the specified service pressure.
2.
Leakage Tests: Leakage tests shall ensure that the leakage rate shall not
exceed one percent, per year.
3.
Internal Discharge Tests: Measurement of the corona inception and
extinction level at refilling pressure shall be made and recorded.
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4.
Power Frequency Test: Each assembly shall be subjected to powerfrequency voltage withstand tests to verify the proper installation of the
conductors and insulators.
5.
Low frequency dielectric tests and all other standard production tests on
each circuit breaker.
6.
Complete wiring and control circuit test and check for verification that all
circuits are operational for each circuit breaker.
Production Tests: The following production tests shall be performed on an assembled
circuit breaker:
1.
Impulse tests on one (1) circuit breaker.
2.
Heating test on one (1) circuit breaker.
3.
Interrupting current test on one (1) circuit breaker.
Manually and Electrically Operated Disconnecting Switches
The following tests shall be performed on one manually operated and one electrically
operated disconnecting switches:
1.
Dielectric tests.
2.
Short-time current tests.
3.
Temperature-rise test.
Production Tests – The following tests shall be performed on all manually and
electrically operated disconnecting switches:
1.
Operation of all components.
2.
Power frequency dielectric withstands.
3.
Electric resistance of current path.
18.2 Project Site Installation Verification and Acceptance Tests
Installation Verification Inspection and Tests
Field installation of equipment and materials shall be subjected to installation verification
inspection and tests on completion of the work, which shall include the following:
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Traction power substation, switching station, paralleling station and WPC equipment:
1.
Verify by visual inspection that reassembled equipment, components, bus,
and accessories are correctly installed and labelled in accordance with
approved shop drawings, and are free from damage.
2.
Perform mechanical checks on the physical integrity of all equipment
furnished under this contract. These tests shall include, but are not be
limited to, the racking-in and racking-out of all circuit breakers, operation
of all devices, interlocks, doors, access panels, etc., to demonstrate proper
operation and fit.
3.
Perform insulation resistance test on indoor ac switchgear main bus,
control and indication panels, outdoor circuit breakers, traction power
transformers and autotransformers, and control panels using a 2,500 V dc
mega ohmmeter.
4.
Perform continuity check and dielectric tests on interconnecting wiring
and bus.
5.
Perform calibration, functional, and operating tests of equipment, devices,
and circuits in accordance with manufacturers’ instructions.
6.
Verify that settings of protective relays and devices are in accordance with
proposed settings as approved by the Authority.
7.
Verify that manually and electrically operated ac disconnecting switches
are correctly installed in accordance with manufacturer’s instructions and
approved shop drawings.
8.
Perform dielectric tests on main current carrying parts and insulation
resistance tests on control circuits of ac disconnect switches.
9.
Perform functional and operating tests in accordance with manufacturer’s
instructions of ac disconnect switches.
10.
Perform installation/field tests for the transformers mentioned in clause
18.1 above.
Grounding Systems:
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1.
Verify that grounding systems at each traction power substation, switching
station and paralleling station are installed in accordance with the Contract
Documents.
2.
Verify continuity of ground connections to ground grid and to isolated
ground rods using an ohmmeter.
3.
Test each grounding system using the fall-of-potential method to measure
the total resistance to ground of the system. Total resistance at each
traction power substation, switching station and paralleling station shall
not exceed the indicated values on the Contract Documents.
Wire and Cables:
1.
Verify continuity of control wiring and power cabling from terminal to
terminal and verify circuit connections and identification in accordance
with approved shop drawings.
2.
Verify that bending radii of cables are within approved limits
3.
Measure insulation resistance of control wiring and power cabling, using a
megaohmmeter.
Functional Tests:
General:
1.
Functional tests shall be conducted on each traction power substation,
switching station, paralleling station, and WPC.
2.
Contractor shall assume full responsibility for performing required tests
and for any loss or damage to the provided equipment because of the tests,
and to replace and retest equipment and materials found to be defective or
in noncompliance with the Specifications.
3.
Circuits shall be end-to-end tested within the facility to prove full
functionality, indication, control, and metering to the traction power
facility/WPC interface points. As far as possible alarms and indications
shall be operated from the relevant protective devices. Checking for
correct SCADA indication and control shall also be verified as far as
practically possible.
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4.
Traction Power Supply System
A report shall document the results obtained from the integrated system
tests. Report format shall be similar to that specified for equipment shop
tests.
Relays, Meters, and Instrument Transformers – All relays, meters, and instrument
transformers shall be checked for accuracy, performance, operation, proper setting, and
calibration, as per ANSI/IEEEC37.90, ANSI/IEEE C37.90.1 and ANSI/IEEE C57.13 and
the relay coordination study performed by the Contractor.
1.
Relay Checking – Relay checking, setting, and calibration shall be
performed separately from the overall inspection and testing.
2.
Test Current – Test current shall be injected into the current circuits at the
current transformer terminals to ensure protective relays operate properly
by tripping their respective breakers and are polarized correctly, and to
ensure that instruments read correctly and that meters are calibrated.
3.
Checking Instruments and Telemetering Transducers – Instruments and
telemetering transducers shall be checked for accuracy at quarter, half, and
full-scale points.
4.
Indicating Setting and Date – After relays have been set, a small white
card stating the setting and data shall be placed within the relay case.
Local Annunciator Panels – The following tests shall be performed in accordance with
the control schematics and wiring diagrams:
1.
Each device shall be subjected to the respective manufacturers’ standard
production tests.
2.
By means of insulation resistance, 100 percent point-to-point continuity,
and operation tests, each local annunciator panel shall be checked for
proper operation.
Supervisory Control Interface Terminal Cabinets – All terminal blocks shall be subjected
to the manufacturers' standard tests.
Fire Detection System – After the smoke sensing fire detection system is completely
installed, it shall be tested for continuity and correct operation in accordance with NFPA
72.
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Programmable Logic Controller (PLC) and all associated hardware and software
components.
18.3 Special Tests
In addition to the specified tests, special tests may be called for at the discretion of
Metrolinx, on equipment provided under the Contract. Special tests shall be performed to
verify compliance of the equipment and components with the Specifications. The cost of
such special tests required by Metrolinx on any equipment or component that is proven to
comply with the Specifications shall be at the expense of Metrolinx. The cost of special
tests on any equipment or component that is proven not to comply with the Specifications
shall be at no expense to Metrolinx.
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19. OPERATIONAL AND MAINTENANCE
REQUIREMENTS
19.1 Operational Requirements
The TPSS, in conjunction with the OCS, shall be designed to meet the following
operational requirements within the safety parameters specified in clause 23:
1.
The trains should be able to run at the design peak frequency of the trains
for the Lakeshore, Kitchener, and Union Pearson Express (UP Express)
corridors, per Table 6: Train-Operation Plan for the Reference Case
(2020-21).
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Table 6: Train-Operation Plan for the Reference Case (2020-21)
TRAIN OPERATION PLAN FOR THE REFERENCE CASE: Year 2020-21
Corridor
Train
Frequency
during Peak
Hr. in Peak
direction
Max Train
Speed
Train Consist
(kph (mph))
Lakeshore West
12
152 (95)
1 electric loco + 10 bi-level
cars or 12 bi-level EMU cars
Lakeshore East
9
152 (95
1 electric loco + 10 bi-level
cars or 12 bi-level EMU cars
Kitchener
6
128 (80)
1 electric loco + 10 bi-level
cars or 12 bi-level EMU cars
UP Express
4
TBD1
3 single level EMU cars
2. There must be no degradation of train performance in case of single
contingency conditions. “Single contingency conditions” refers to the
isolation of any one power transformer in a TPS, any one autotransformer
in a paralleling station/switching station, or of the NF for any one
electrical section.
3. There must be no stranding of trains in case of double contingency
conditions, although some reduction in train speeds or acceleration may
occur. “Double contingency conditions” refers to the simultaneous
occurrence of more than one single contingency condition in any electrical
section.
1
To be provided by Metrolinx
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4. The system shall support the maximum train current, the tractive effort
and braking effort available at different speeds, and the train acceleration,
deceleration, and adhesion characteristics.
19.2 Maintenance Requirements
The maintenance requirements for TPSS are presented in EPS 06000 – Operations and
Maintenance.
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20. PERFORMANCE REQUIREMENTS
The TPSS shall continue to perform satisfactorily under voltage and system frequency
ranges specified hereunder. The TPSS shall also permit the use of regenerative braking
as service brake and as an emergency brake.
20.1 System Voltage
The system voltage (U) shall be the potential at the train’s current collector or elsewhere
on the catenary, measured between the catenary and the rail return circuit. It shall be the
rms value of the fundamental ac voltage and its values shall be as follows (Refer to
Sections 3.2 and 4.1 of European Standard EN 50163 - 2004: Railway Applications Supply Voltages of Traction Systems):
The nominal voltage (Un), (the designated value for the system voltage), shall be 25 kV.
The highest permanent voltage (Umax1) (the maximum value of the voltage likely to be
present indefinitely), shall be 27.5 kV.
The highest non-permanent voltage (Umax2) (the maximum value voltage likely to be
present for a limited period (as defined below)), shall be 29.0 kV.
The lowest permanent voltage (Umin1) (the minimum value of voltage likely to be present
indefinitely), shall be 19.0 kV.
The lowest non-permanent voltage (Umin2) (the minimum value of voltage likely to be
present for a limited period (as defined below)), shall be 17.5 kV.
Voltage Related Requirements
The following voltage related requirements shall be fulfilled:
1.
The duration of voltages between Umin1 and Umin2 shall not exceed 2
minutes.
2.
The duration of voltages between Umax1 and Umax2 shall not exceed 5
minutes. If voltage between Umax1 and Umax2 is reached, it shall be
followed by a level below or equal to Umax1 for an unspecified period.
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Voltages between Umax1 and Umax2 shall only be reached for nonpermanent conditions such as regenerative braking.
3.
The voltage at the busbar of the substation at no-load conditions shall be
less than or equal to Umax1.
4.
Under normal operating conditions and under single contingency
conditions, voltages shall lie within the range Umin1 ≤ U ≤ Umax2.
5.
Under abnormal operating conditions (double-contingency situation), the
voltage in the range Umin2 ≤ U ≤ Umin1 shall not cause any damage or
failure, and shall permit continuing vehicle operation with some
significant degradation. Rated vehicle power and performance shall not
be available but reduced operation shall be possible assuming on-board
logic shall automatically degrade the performance of the traction system
(rolling stock) and auxiliaries.
6.
The setting of under-voltage relays in fixed installations or on board
rolling stock shall be from 85 percent to 95 percent of Umin2.
7.
The following acceptance criteria for ‘Quality Index of Power Supply’ for
ac 2x25 kV autotransformer feed configuration shall be satisfied (Refer to
Section 8 of EN 50388:2005 - Railway Applications: Power Supply and
Rolling Stock - Technical Criteria for the coordination between power
supply (substations) and rolling stock to achieve interoperability):
8.
Um = > 22.5 kV
9.
Ui => 19 kV (Umin1 - Lowest permanent voltage)
10.
Where, Mean Useful Voltage (Um) is the mean value of all rms voltages
analyzed in the system simulation study, and gives an indication of the
quality of the power supply for the entire system during the peak traffic
period in the timetable, and
11.
Um = Σ Ui /N where Ui is the rms ac voltage over the ith second during the
peak period for all trains in the system, and N is the total number of
observations.
12.
These criteria shall be verified by a traction power simulation study using
the specific Metrolinx design parameters.
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20.2 System Frequency
The nominal frequency of the supply voltage shall be 60 Hz.
Unless the requirements of the power supply utilities are more stringent, for systems with
synchronous connection to an interconnected system under normal operating conditions,
the mean value of the fundamental frequency measured over 10 seconds shall be within a
range of:
1.
60-Hz +/- 1% (i.e., 59.4-Hz to 60.6-Hz) for 99.5% of a given year.
2.
60-Hz +4% / -6% (i.e., 56.4-Hz to 62.4-Hz) for 100% of the time.
20.3 Regenerative Braking
The TPSS and the associated OCS shall be designed to permit the use of regenerative
braking as a service brake and as an emergency brake.
The use of regenerative braking shall be facilitated by one or more of the following:
1.
Transfer of braking energy back into the OCS for use by any other trains
that are drawing power from the OCS and are located in the same feed
zone as the braking train;
2.
Transfer of braking energy back to the power supply utility company’s
network in case trains in the same feed zone do not draw the full
regenerated power;
3.
Provision of rheostatic braking resistors or other electrical energy
absorbing units on-board the trains; and
4.
Provision of automatic assured receptivity unit (AARU) braking resistors
within traction power supply substations.
The TPS control and protection devices shall be configured to allow regenerative
braking.
Trains may continue to use regenerative braking to supply energy to auxiliary loads if the
line voltage is higher than 29 kV. The remaining energy shall be dissipated through
rheostatic braking.
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21. INTERFACE REQUIREMENTS
21.1 Utilities
The TES Design shall conform to the Metrolinx standards for dealing with utilities.
21.2 HV Power Utility
The TPSS design shall conform to (i) all Metrolinx guidelines, standards, and instructions
regarding HV power supply interface, and (ii) relevant guidelines and specifications of
Hydro One, the HV power supply utility.
21.3 Communications
The TES design shall coordinate with the Communications design. With respect to TES
SCADA and voice communications facilities required for the TPSS, there is an
interconnection with the communications subsystem between (i) the TPF and wayside
power control cubicles (WPC) on one side, and (ii) the OCC on the other. The TES
design shall ensure that all requirements associated with this interconnection are met. The
communications system must be compatible with existing and planned Metrolinx
communications and IT systems.
21.4 Signalling System
The TES design shall coordinate with the Signalling design with respect to:
1.
Developing the locations of impedance bonds for connecting rail to
traction return/ground at traction power facilities;
2.
Decisions regarding additional ground connections between rail and
ground to bring accessible/touch voltage within permissible limits; and
3.
Decisions regarding the location of section breaks in relation to signals to
provide protected work zones.
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21.5 Rolling Stock
The TES design shall coordinate with the rolling stock design with respect to:
1.
The design requirements associated with electrical protection coordination
between TPSS and rolling stock.
2.
Regeneration of electricity: Train sets operating on the Metrolinx network
shall use regenerative brakes as service and emergency brakes. The TES
design shall verify the boundary conditions (e.g., voltage limits for
regenerated energy to be fed into OCS) with the rolling stock design;
3.
Electromagnetic Interference / Electromagnetic Compatibility (EMI/EMC)
aspects: The rolling stock design shall require demonstrating that the
rolling stock currents comply with harmonic limits per IEEE 519, or to a
stricter standard if so required by the High-Voltage HV power supply
utility company.
4.
System Voltage: The rolling stock design shall demonstrate that the rolling
stock performs as specified within the range of system voltages specified
in the preceding clauses.
5.
The frequency of the electric power regenerated by the rolling stock shall
conform to the requirements of the power supply utilities.
21.6 Civil and Architectural Works
The TES design shall coordinate with Metrolinx and their consultants/contractors for the
respective geographic area(s) with respect to:
1.
TPF site access control, fencing, paving, drainage, access roads, and
parking;
2.
TPF grounding system (soil resistivity);
3.
Duct banks, manholes, and interconnections between TPSS and OCS,
between TPSS and signalling, and between TPSS and the HV power
utility network;
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4.
Locations of wayside power control cubicles (WPC) along the route
alignment, on ground, on viaducts, and in trenches and tunnel; and.
5.
Utilities to be relocated.
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22. RELIABILITY, AVAILABILITY, AND
MAINTAINABILITY REQUIREMENTS
The traction power supply system shall be designed and protected so that is easy to
maintain. The relay protection system shall be such that the faulty section can be easily
identified and isolated. The TPSS shall be a redundant system to make it more reliable
(Refer to Clauses 8 and 11 for details). Spare parts shall be provided as recommended by
the equipment manufacturer.
The traction power supply system shall meet all the RAM requirements specified for this
system.
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23. SAFETY REQUIREMENTS
23.1 Safety Design
The design of the TPSS and associated site works shall conform to requirements in EPS12000 Safety and Security, and shall incorporate the following principles:
1.
Hazards identified by engineering hazard analysis shall be avoided,
eliminated, or reduced through design choices, material selection, or
material substitution.
2.
Fail-safe principles shall be incorporated where failures could disable the
system, cause human injury, cause damage to equipment, or cause
inadvertent operation of critical equipment.
3.
Equipment components shall be located to provide access to required
personnel during operation, maintenance, repair, or adjustment. Such
access shall not expose required personnel to hazards such as entrapment,
chemical burns, electrical shock, cutting edges, sharp points, or toxic
atmospheres.
4.
Measures shall be taken to prevent or discourage unauthorized persons
from entering hazardous areas.
5.
All components containing or generating obnoxious, flammable, or
harmful gases shall be vented to the outside.
6.
Cables and wires of different systems, and/or high and low voltage
conductors, shall be physically segregated or separated from each other
and rated in accordance with the requirements specified in OESC, CEC
and IEEE-1100, as applicable.
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23.2 Equipment / Enclosure Safety Signage
Safety signage shall be provided at all TPF in accordance with applicable codes and
standards (e.g. OESC, OBC, OSHA, CEC, NESC, CAN/ULC-801, etc.).
23.3 Protection Barrier
Protective barriers shall be provided at traction installations that are subject to road
vehicle damage.
23.4 Fire and Life Safety
A fire alarm control system shall be installed at each prefabricated 25-kV switchgear
room in accordance with OESC, OBC, NFPA 72, CFR Title 19, and the instructions and
guidelines of the local authority having jurisdiction.
Fire alarm devices, initiating devices, notification appliances, and signalling line circuits
shall be designated as Class A, as defined in NFPA 72, and per instructions of the local
authority having jurisdiction.
The fire alarm system shall be electrically supervised and shall be furnished with
emergency backup power.
A portable emergency eye-wash unit shall be provided at a location adjacent to the TPF
battery.
A portable fire extinguisher, sized per federal, provincial, and local code requirements,
shall be provided in each prefabricated 25 kV switchgear room.
Conform to all applicable local codes and regulations.
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24. ENVIRONMENTAL REQUIREMENTS
The TPSS design shall satisfy all environmental requirements including noise control and
EMI/EMF .
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APPENDIX A: SCHEMATICS
Figure 1: 2x25 kV Typical Section of Autotransformer Feed Configuration
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Figure 2: Typical Layout of Traction Power Substation
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Figure 3: Typical Layout of Switching Station
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Figure 4: Typical Layout of Paralleling Station
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Figure 5: Typical 230 kV Receiving Gantry
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Figure 6: Typical Alternative TPF Locations with respect to Tracks
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APPENDIX B: BRIEF TECHNICAL SPECIFICATIONS OF
MAJOR EQUIPMENT
B-01 General
All the TPSS sub-systems, assemblies, sub-assemblies, and equipment shall conform to
approved Canadian Standards and OESC. In the following clauses additional relevant
North American, European and international standards have been listed against specific
equipments and the design shall conform to these standards also.
B-02 HV Transformers
HV transformers shall be outdoor type, mineral oil insulated and self-cooled, with 30MVA ONAN nominal rating. The transformers shall be furnished and installed without
cooling fans. However, transformer design shall incorporate provisions for possible
installation of cooling fans in the future.
The HV transformers shall conform to the appropriate duty class as specified in the
European Standard EN 50329:2003+A1:2010, corresponding to the load curves based on
the traction power load flow study.
The HV transformers shall be single-phase, with the primary winding connected between
two phases of the incoming 230 kV line of the local utility company. The secondary
winding may be constructed as either:
1.
One winding with its centre point brought out and grounded; or
2.
Two separate windings such that the voltages in them are in counter-phase
(180 degrees apart).
The no-load voltage on the secondary side, assuming nominal 230 kV on the primary and
a neutral tap, shall be 55.0/27.5 kV. Transformer impedance shall be around 10 percent
on a 30 MVA basis.
For TPF with more than one transformer, sufficient space or masonry fire barriers
between the transformers shall be provided to prevent a transformer fire from damaging
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The design of the transformers shall minimize the generation of acoustic noise and the
noise levels produced shall not exceed the values specified in the NEMA Standard TR-1:
Transformers, Regulators, and Reactors, or the limits imposed by the local municipalities
if these are stricter.
Each HV transformer shall be equipped with an on-load tap changer.
See also IEEE Standard C.57.12.00 and IEEE Standard C.57.12.90 for additional
requirements.
B-02 Autotransformers
Autotransformers (AT) shall be outdoor type, mineral oil insulated, self-cooled, with 10
MVA ONAN nominal rating.
The AT shall conform to the appropriate duty class as specified in the European
Standard EN 50329:2003+A1:2010, corresponding to the load curves based on the
traction power load flow study.
The autotransformers shall be single-phase, with the primary winding connected between
the catenary and NF circuits, and the centre tap grounded and connected to both the
running rails and the static wires. The nominal voltage of the primary winding shall be
50.0 kV between the winding terminals, and 25.0 kV to ground. The turn ratio from OCS
side and centre tap to centre tap and NF side shall be 1:1. Autotransformer design shall
minimize leakage, and the autotransformer impedance shall be around 1.2 percent.
B-03 HV Switchgear
Each HV transformer shall be connected to the incoming utility line via outdoor HV
switchgear of the same voltage class as the utility supply line (nominal 230 kV). The
switchgear shall include a circuit breaker, motorized gang-operated air isolation switches,
instrument transformers, and other accessories. The basic impulse level (BIL) rating of
the outdoor HV switchgear shall be 900 kV for the 230 kV line.
The power circuit breaker shall be outdoor type, and either 1) 242 kV rms maximum
operating voltage, or 2) 900 kV BIL, 2-pole, SF6 insulated, free standing. Short-circuit
interrupting current capability shall be 40 kA. The circuit breaker shall be rated for
operation on a nominal or 230 kV, effectively grounded utility transmission system. It
shall be similar to a 3-phase circuit breaker of the same voltage rating, except that one
phase/ pole shall not be used.
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B-04 Prefabricated Enclosure for 25 kV Indoor Switchgear
The 25 kV phase-to-ground class switchgear and associated control and protection
systems of the TPS, SWS, and PS shall be indoor type. The medium-voltage switchgear
and related protection control, as well as the auxiliary systems at each TPF site, shall be
housed in a prefabricated walk-in, climatized, transportable metal enclosure (or in two
separate enclosures). The enclosure shall be fabricated from sheet steel, mounted on
structural steel base, and provided with internal and external high durability paint finishes
designed to prevent corrosion over the life of the enclosures. Non-painted steel surfaces
shall be hot-dipped galvanized after fabrication.
At least two doorways shall be provided, located at diametrically opposite ends of the
enclosures, to permit an unobstructed means of egress in accordance with the local
jurisdictional requirements.
One of the doorways shall be sized and located to allow removal or replacement of the
largest piece of equipment in the room, and shall be located such that the equipment can
be moved through the enclosure to the outside for transporting off-site.
The design of the enclosures shall ensure a dry internal environment within the specified
temperature and humidity limits.
The enclosures shall be designed to withstand the appropriate level of structural, wind,
and seismic loading for this area.
The floor and walls of each enclosure shall be designed to support the equipment,
raceway, and cable tray systems that have been installed and to provide openings to cable
trenches, without buckling, bending, or sagging.
B-05 25 kV Single Phase Switchgear
The design of the 25 kV, single-phase, 60 Hz, ac switchgear shall include at a minimum
the following features:
1.
The 25 kV class single-phase circuit breakers shall be designed per
applicable European standards for railway applications, shall be suitable
for indoor installation, and shall have a rated maximum operating voltage
to ground of 29 kV. Circuit breakers protecting catenary or NF circuits
shall be single pole. Circuit breakers for the autotransformers or on the
secondary side of the HV transformers shall be two-pole. Nominal phaseto-ground voltage for both single-pole and double-pole circuit breakers
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shall be 25 kV in all the TPF. The pole-to-pole nominal voltages for the
two-pole circuit breakers shall be twice the respective voltages to ground.
2.
The circuit breakers shall be either of the sealed vacuum or SF6 type. If
SF6 circuit breakers are proposed, an evaluation shall be provided to
indicate that such medium voltage indoor switchgear does not conflict
with provincial or local regulations concerning the SF6 gas and its byproducts from arc extinguishing as hazardous materials.
3.
The ac switchgear shall be metal-clad with draw-out circuit breakers and
of the same voltage rating as the circuit breakers. The stationary contacts
of the circuit breakers can be connected directly to the common bus
without a disconnect switch. The basic impulse level of the switchgear
shall be 200 kV or higher.
4.
Power connections from the catenary and NF of each track to the 25 kV
buses of TPS, SWS, and PS shall be through single-phase circuit breakers
(forming part of the indoor switchgear line-ups) and outdoor (catenary
feeding) gantry-mounted disconnect switches. The latter shall be
motorized and connected in series with the circuit breakers, to provide
visible circuit isolation means between tracks and TPF. The disconnects
in series with the circuit breakers shall be no-load type, and shall be
interlocked with the respective circuit breaker so that the switch cannot be
operated unless the circuit breaker is open.
5.
Motorized, load-break, N.O. disconnect switches shall be provided at
phase breaks and at catenary sectionalizing gaps to provide for electric
continuity across the gaps during contingency operations, if such
continuity is required.
6.
Switchgear in the TPF and outdoor mounted disconnect switches shall be
appropriately interlocked with the associated circuit breakers to ensure the
safety of O&M personnel and equipment for all possible circuit
configurations; and to avoid inadvertent paralleling of different electrical
sections (which shall be supplied by out of phase voltage systems).
7.
Equipment interconnecting buses shall be copper. Buses shall be sized to
limit temperature rise in accordance with the applicable codes and
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standards. Buses shall be adequately supported to withstand the forces
from short-circuit currents matching the ratings of the circuit breakers.
8.
The design of the switchgear shall include automatic shutters to protect
personnel from accidental contact with live power circuits when the truckmounted circuit breaker is removed from the cubicle.
9.
The design of the circuit breaker shall include means for physical
(padlocking) lockout/tag-out when the circuit breaker is in the
disconnected position.
10.
Visual indication of the status of the circuit breaker (i.e. closed or open)
shall be displayed on the front door of the circuit breaker cubicle by
indicator lights and mechanical flag indicators.
11.
All circuit breakers and motorized disconnect switches shall be locally and
remotely controlled. Control means the ability to operate all switchgear
remotely from the Operations Control Centre (OCC), and locally via a
mimic annunciation panel, graphical user interface, and/or control
switches on the equipment.
12.
A mimic annunciation panel (MAP) shall be provided at each TPF that
permits O&M personnel to monitor and control circuit breakers and/or
disconnect switches located at the traction power facility and its vicinity.
The design of the MAP shall include a sectionalisation plan on the exterior
of the panel, complete with control switches and status indication lights
located adjacent to the control switches (of the respective circuit breakers
and disconnect switches).
13.
Equipment space heaters, which are thermostatically and humid-statically
controlled, shall be provided in the ac switchgear cubicles and control
equipment cabinets.
14.
Feeder cable terminations shall be designed to prevent accidental contact
and alleviate voltage stress zones. If no-load break elbows are available
for this voltage class from suppliers of elbow style terminations, the cable
terminations shall be via elbows.
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B-06 Transformer Oil Containment
The transformer oil containment system shall have an open area covered with non-skid
galvanized steel grating on all sides of the transformer concrete pad. It shall also
conform to IEEE-980 and other applicable codes/standards/guidelines, including 40 CFR,
Part 112 - Oil Pollution Prevention Regulations - published by the Environmental
Protection Agency.
A sump shall typically be provided at one corner of this structure. All four sides shall
slope 1 percent minimum towards the sump.
The interior surface of the containment basin shall be painted with epoxy primer and
polyurethane finish coat.
Waterstops shall be provided at the construction joints.
Structural steel beams shall support the galvanized steel grating.
A system for reclamation or disposal of spilled oil shall be designed that shall conform to
the applicable codes, standards and regulations.
An active fire suppression system shall be provided.
Utility Interface Equipment shall be required, consisting of the Ancillary Equipment
Mandated by Hydro-One to protect a 230 kV Transmission Network.
This shall conform to the general requirements specified by Hydro-One.
B-07 Equipment Support Steel
Equipment support steel (steel members for supporting TPSS equipment) shall be
designed to be assembled on site using bolted connections.
Equipment support steel shall have a hot dipped galvanized finish, suitable for the
intended working environment.
Structural steel shall include a cleat or bracket with two holes to permit two-hole
grounding and bonding lug connections.
See Metrolinx existing instructions and guidelines for additional requirements.
B-08 Foundations
The design of the foundations for all of the equipment and structural steel located at the
TPF shall:
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1.
Conform to established civil and structural engineering practices, Ontario
Building Cond (OBC), International Building Code (IBC), American
Society of Testing Materials (ASTM), ACI, and other applicable codes
and standards.
2.
Be structurally capable of withstanding the live loads and dead loads
occurring during installation, operation, and maintenance.
3.
Consider, among other issues, the local flood, soil, and seismic conditions
at each TPF site.
The design of the foundations shall ensure water drains to the site drainage system and
prevents standing water at or under equipment and structural steel.
See Metrolinx existing instructions and guidelines for additional requirements.
The foundations of each prefabricated enclosure for 25 kV indoor switchgear shall
include the following features:
1.
A concrete slab, extending 150mm (six inches) beyond the outside walls
of the enclosure (excluding doorways, which shall be provided with
landing pad).
2.
Subject to the height between the finished grade and the enclosure floor, a
concrete staircase at doorways used for personnel access and egress,
designed in accordance with federal, provincial, and/or local codes.
3.
A ramp at doorways used for equipment placement and removal (in
addition to personnel access and egress), designed in accordance with
federal, provincial, and/or local codes.
4.
The interface of the indoor switchgear room with the 25 kV cable ducts
shall be via cable trench with removable covers. If the connections
between power cables and circuit breakers are not near the edge of the
foundation, a cable vault underneath the switchgear enclosure shall be
provided, as part of the foundation structure. Access to the cable vault
shall be via bulkhead entrance or exterior doorway, which shall be large
enough (of adequate width, depth and height) to provide convenient
working space to maintenance personnel for installation and maintenance
of medium voltage cables, terminations, surge arrestors and other
equipment required by the system design.
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The design of the foundations associated with the HV transformers and autotransformers
shall prevent oil from entering the site drainage system and contain fluids in accordance
with federal, provincial, and local codes.
B-09 Painting and Finishes
All electrical equipment enclosures, materials, and appurtenances shall have a corrosion
resistant finish and shall be suitable for use in the environment in which they are
installed.
B-10 Electrical Equipment Enclosures
Equipment enclosures shall be of NEMA classification suitable for the environment in
which the equipment is operating.
B-11 Raceway
Exposed conduits shall be rigid galvanized steel (RGS).
All raceways shall be installed parallel or perpendicular to the building members of the
traction power facilities.
The number of bends in any one-conduit run shall not exceed the limit specified in the
OESC/CEC.
The bend radius of exposed and/or underground raceway systems shall be sufficient to
maintain the cable side pressures within manufacturer’s recommendations during cable
pulling activities and shall conform to applicable codes and standards.
All exposed raceways shall be supported or secured to the walls or ceiling of the
prefabricated 25-kV Switchgear, as well as Control and Relay Room equipment
enclosures in accordance with standard industry practice and the OESC/CEC.
Emergency circuits (e.g., fire detection, emergency power) shall not share the same
raceway or enclosures with other systems.
See Metrolinx instructions and standards for conduits crossing under the track bed.
PVC conduits emerging from grade or from concrete and routing on the surface shall be
converted to rigid galvanized steel (RGS) conduits; the transition from PVC to RGS shall
be done with a coupling that is then covered in a heat shrink sleeve and taped. This
transition must take place before emerging from grade or from concrete. PVC conduit
emerging from grade but routing directly into an enclosure does not require transitioning
into RGS conduit.
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All underground raceways shall utilize polyvinylchloride (PVC) schedule 40, reinforced
thermosetting resin conduit (RTRC) or similar conduits, be encased in steel reinforced
concrete (with red pigment) and comply to the requirements of the OESC, CEC, NESC,
CAN/ULC-801, and applicable codes and standards.
Underground raceways shall slope away from the TPF and toward manholes, pull boxes,
etc., at a minimum rate of 1 in 400. Raceway entrances in manholes, pull boxes, etc.,
shall be sealed against entry of silt, debris, rodents, etc., into raceways.
Tracer tape shall be installed in accordance with Metrolinx guidelines.
HV, LV, and communications raceway sharing the same ductbank shall not be routed
through the same manholes, pull boxes, etc., and shall be physically separated per
applicable codes for the entire length of the ductbank.
B-12 Cable Tray Systems
Cable tray systems shall comply with NEMA VE 1.
Cable tray systems shall be engineered to comply with the following requirements:
1. The cable tray system shall be fully enclosed metal cable trays, hot dipped
galvanized after fabrication, with full system appendages.
2.
The drop-offs to all different points of utilization shall be conduit. Bushed
conduit should be used wherever possible.
3.
The cable tray system construction shall be secure and prevent inadvertent
access by unauthorized parties.
4.
The cable tray system shall have suitable strength and rigidity to provide
adequate support for all the contained cables.
5.
The cable tray system shall include a means to ventilate the enclosed
cables, so the heat generated by the cables can be safely dissipated.
6.
The cable tray system shall include barriers to segregate cables of different
systems and voltage ratings.
7.
The cable tray system shall provide adequate cross-sectional area to permit
neat alignment of the cables and avoid crossing or twisting.
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Traction Power Supply System
B-13 Cable Trenches for Power Cables
The interface of the 25 kV ductbanks with the prefabricated 25 kV switchgear houses
shall be through cable trenches. Cable trenches shall be equipped with sump area for
drainage by gravity or application of portable or fixed pumps as required.
Cable trenches shall be sized to accommodate the number and size of 25 kV circuits, with
“positive/catenary” and “negative” cables separated by solid barriers, or installed on the
opposite sides of the same trench.
At the foundation of the 25-kV switchgear house, the cable trenches shall transition into a
cable vault, with dimensions depending on the locations of the cable terminations at the
switchgear. The cable vault shall have sufficient depth and height to provide for ease of
installation and maintenance of the cable terminations and other equipment, such as surge
arresters. A staircase, external to the prefabricated 25 kV switchgear equipment
enclosures, shall be provided to permit access to the cable vault.
The design of the cable trenches shall include removable covers, extending a suitable
distance from the edge of the switchgear house.
If SF6 switchgear is used, specific requirements for the design of the trenches directly
below the switchgear shall be developed. In the TPSS design, provision shall be made
for all such requirements per existing laws, codes, standards, and regulations.
B-14 Disconnect Switch
The disconnect switches shall be used as a means of connecting and disconnecting the
catenary and negative feeders and for electrically isolating sections of the catenary at
section insulator and insulated-overlap or phase-break locations. Disconnect switches
shall be for outdoor service for catenary sectionalizing and traction power feeder
disconnects.
Disconnect switches shall be assembled on galvanized steel channel bases with standard
NEMA mounting holes and arranged in coordination with the supporting members
necessary to attach to and support on the catenary structures. Materials shall comply with
ULC/UL testing and product requirements.
Disconnect switch insulators shall be station post type NEMA TR-208, or approved
equal.
Current-carrying parts shall be of hard-drawn copper. Contacts shall be high pressure,
silver-to-silver, self-cleaning by wiping action, self-aligning, and shall be capable of
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breaking system charging currents. All hard drawn copper alloy parts used in live parts
construction of copper switches shall be 99 percent conductivity, or better.
The switches shall be designed and constructed to assure satisfactory operation under all
weather conditions, including snow, sleet, and ice, independent of lubrication.
The installation shall conform to OESC.
Each switch and operating mechanism shall be designed to prevent accidental or
unauthorized operation and each operating mechanism shall be arranged for padlocking.
Each switch shall be provided with a suitable manual operating mechanism mounted on
the side or back of the pole at a height suitable for manual operation.
The motor operated disconnect switches (MODs) shall be provided with a motor
operating mechanism installed in a weatherproof (NEMA 4X) housing. Control circuitry
shall permit electrical control from either a MOD control panel located in the substation
control room, or remotely via the RTU of a supervisory control and data acquisition
(SCADA) system. Control wiring shall also include an electrical interlock to prevent
operation from local control unless permitted by the associated control logic. A main
circuit breaker shall be provided to isolate all power and control wiring.
The motor shall be of the universal type, with brake mechanism to prevent rotation of the
motor shaft and drive train when the motor is de-energized. A suitable detachable handle
with non-metallic grip for manual operation of the switch shall be provided in the control
cabinet.
B-15 Lighting
Exterior lighting layouts shall relate to the equipment locations and access and egress
routes of both pedestrians and road vehicles.
Exterior lighting shall be activated manually by photocell or astronomical clock controls.
Exterior lighting, interior lighting, and emergency lighting shall be as per Metrolinx
standards.
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APPENDIX C: STANDARDS
The latest versions of the standards and codes available at the time of issue of the RFP
shall be the accepted versions unless the year of issue is specifically mentioned. In case
of conflict between different standards, codes and guidelines, the higher standards shall
be used.
American Railway Engineering and Maintenance-of-Way Association (AREMA)
Manual for Railway Engineering, Volume 3 Infrastructure and Passenger, Chapter 33
Electric Energy Utilization
American railway Engineering and Maintenance-of-Way (AREMA) Communications
and Signals Manual of Recommended Practice
ASTM International (ASTM)
A123 - Zinc (Hot-Dip Galvanized) Coatings for Iron and Steel Products
A153 - Zinc Coating (Hot-Dip) on Iron and Steel Hardware
B1 - Hard-Drawn Copper Wire
B2 - Medium Hard-Drawn Copper Wire
B33 – Standard Specification for Tinned Soft or Annealed Copper Wire for Electrical
Purposes
D3487 - Standard Specification for Mineral Insulating Oil Used in Electrical Apparatus
F512 - Standard Specification for Smooth-Wall PVC Conduit and Fittings for
Underground Installation
Canadian Standards Association (CSA) Standards
C22.1 – Canadian Electrical Code, Part I
CAN/CSA-C22.2 No. 0-M91 (R2006) – General Requirements – Canadian Electrical
Code, Part II
CAN/CSA-C22.2 No. 41-07 – Grounding and Bonding Equipment
CAN/CSA-C22.3 No. 1 – Overhead Systems Standard for Clearance Distances
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CAN/CSA-C22.3 No. 1- M87 – Overhead Systems
CAN/CSA C22.3 No. 2 – General Grounding Requirements and Grounding
Requirements for Electrical Supply Stations
CAN/CSA C22.3 No. 3 – Inductive Coordination (Definitions, Principles, and Practices)
CAN/CSA C 22.3 No. 3.1 – Inductive Coordination Handbook for Use with CSA
Standard C22.3 No. 3
CAN/CSA C88 - M90 (R 2009) Power Transformers and reactors
CAN/CSA C 22.3 No. 8 – M91 (Reaffirmed 2003) Railway Electrification Guideline
CAN3 C108.3.1-M84 – Limits and Measurement Methods of Electromagnetic Noise
from AC Power Systems
CAN3–C308–M85 – The Principles and Practice of Insulation Coordination
CEMA (Canadian Electrical Manufacturers’ Association) Standards
EEMAC (Electrical Equipment Manufacturers’ Association of Canada) Standards
National Building Code of Canada
Ontario Building Code (OBC)
Ontario Electrical Safety Code (OESC)
Ontario Energy Board Transmission System Code
ULC (Underwriters Laboratories of Canada) Standard – S801-10 – Standard on Electric
Utility Workplace Electrical Safety for Generation, Transmission, and Distribution
Department of Defence (USDOD) Standards
MIL Standards: 246431 series
European Standards (EN)
EN 50119 – 2001 - Railway Applications – Fixed Installations – Electric Traction
Overhead Contact Lines
EN 50122-1 – Protective Provisioning Relating to Electrical Safety and Earthing
EN 50124-1 – Railway applications – Insulation Coordination
EN 50124-2 – Railway applications – Overvoltage’s and Related Protection
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EN 50152 – Railway Applications–Fixed Installations–Particular Requirements for ac
Switchgear Part 1: Single-phase circuit-breakers with Um above 1 kV
Part 2: Single-phase disconnectors, earthing switches, and switches with Um above 1 kV.
Part 3-1: Measurement, control and protection devices for specific use in ac traction
systems – application guide
Part 3-2: Measurement, control, and protection devices for specific use in ac traction
systems – single phase current transformers
Part 3-3: Measurement, control, and protection devices for specific use in ac traction
systems – single phase inductive voltage transformers
EN 50160 – Voltage Characteristics of Electricity Supplied by Public Distribution
Systems
EN 50163 – Railway Applications – Supply Voltages of Traction Systems
EN 50329 – Railway Applications – Fixed Installations – Traction Transformers
EN 50388 - Railway Applications – Power Supply and Rolling Stock – Technical Criteria
for the Coordination Between Power Supply (Substation) and Rolling Stock to achieve
Interoperability
Insulated Cable Engineers’ Association (ICEA)
ICEA S-95-658/ NEMA WC70 – Standard for Nonshielded Power Cables Rated 2000
Volts or Less for the Distribution of Electrical Energy
ICEA S-105-692 – 600 V Single layer Thermoset Insulated Utility Underground
Distribution Cables
International Building Code (IBC)
International Electro-technical Commission (IEC) Standards
IEC 60056 - A.C. High Voltage Circuit Breakers
IEC 60076 - Power Transformers
IEC 60099-4 - Surge Arresters
IEC 60137 – Bushings
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IEC 60214 - On-load Tap Changer (LTC)
IEC 60255 - Electrical Relays
IEC 60296 - Insulating Oil (for High Voltage transformers)
IEC 60298 - A.C. Metal-Enclosed Switchgear and Controlgear for Rated Voltages above
1 kV and Up to and Including 52 kV
IEC 60694 - Specifications Common for High Voltage Switchgear and Controlgear
Standards
IEC 62271 - High-Voltage Switchgear and Control Gear
Institution of Electrical and Electronics Engineers (IEEE)
IEEE 1 - Standard General Principles for Temperature Limits in Rating of Electrical
Equipment and for Evaluation of Electrical Insulation
IEEE 81 -IEEE Guide for Measuring Earth Resistivity, Ground Impedance, and Earth
Surface Potentials of a Ground System
IEEE 100 – IEEE Standard Dictionary of Electrical and Electronic Terms
IEEE 120 - Master Test Guide for Electrical Measurements in Power Circuits
IEEE 242 – IEEE Recommended Practice for Protection and Coordination of Power
Systems
IEEE 383 -IEEE Standard for Type Test of Class IE Electrical Cables, Field Splices and
Connections for Nuclear Power Generating Stations
IEEE 446 - IEEE Recommended Practice for Emergency and Standby Power Systems for
Industrial and Commercial Applications
IEEE 450 -IEEE Recommended Practice for Maintenance, Testing, and Replacement of
Vented Lead-Acid Batteries for Stationary Applications
IEEE 485 - IEEE Recommended Practice for sizing Large Lead Storage Batteries for
Generating Stations and Substations
IEEE 519 - IEEE Recommended Practices and Requirements for Harmonic Control in
Electrical Power Systems
IEEE 525 - IEEE Guide for the Design and Installation of Cable Systems in Substations
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IEEE 693 – IEEE Recommended Practice foe Seismic Design of Substations
IEEE 980 – IEEE Guide for Containment and Control of Oil Spills in Substations
IEEE 1189 – IEEE Guide for Selection of Valve-Regulated Lead-Acid (VRLA) Batteries
for Stationary Applications
IEEE 1427 – IEEE Guide for Recommended Electrical Clearances and Insulation Levels
in Air-Insulated Electric Power substations
IEEE C2 – National Electrical Safety Code
IEEE C9.1 – Standard for Insulation Coordination
IEEE C29.1-Test Methods for Electrical Insulators
IEEE C37.04 - Rating Structure for ac High-Voltage Circuit Breakers Rated on a
Symmetrical Current Basis
IEEE C37.06 - Preferred Ratings and Related Required Capabilities for ac High-Voltage
Circuit Breakers Rated on a Symmetrical Current Basis
IEEE C37.010 - Application Guide for ac High-Voltage Circuit Breakers Rated on a
Symmetrical Current Basis
IEEE C37.011 - Application Guide for Transient Recovery Voltage for AC High-Voltage
Circuit Breakers Rated on a Symmetrical Current Basis
IEEE C37.2 - Electric Power System Device Function Numbers and Contact
Designations
IEEE C37.11 - Standard Requirements for Electrical Control for ac High-Voltage Circuit
Breakers Rated on a Symmetrical Current Basis
IEEE C37.16 -Preferred
Ratings,
Related
Requirements,
and
Application
Recommendations for Low-Voltage Power Circuit Breakers and AC Power Circuit
Protectors
IEEE C37.17 -Trip Devices for AC and General-Purpose DC Low-Voltage Power
Circuit Breakers.
IEEE C37.20.1 -Standard for Metal-Enclosed Low-Voltage Power Circuit-Breaker
Switchgear
IEEE C37.20.2 - IEEE Standard for Metal-Clad Switchgear
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IEEE C37.20.3 -Standard for Metal-Enclosed Interrupter Switchgear
IEEE C37.20.4 - IEEE Standard for Indoor ac Switches (1 kV-38 kV) for Use in MetalEnclosed Switchgear
IEEE C37.21 - IEEE Standard for Control Switchboards
IEEE C37.23 - IEEE Standard for Metal-Enclosed Bus
IEEE C37.30 - IEEE Standard Requirements for High-Voltage Switches
IEEE C37.32 - American National Standard for High-Voltage Switches, Bus Supports,
and Accessories-Schedules of Preferred Ratings, Construction Guidelines, and
Specifications
IEEE C37.33 - Switchgear-High Voltage Air Switches-Rated Control Voltage and Their
Ranges
IEEE C37.34 - IEEE Standard Test Code for High-Voltage Air Switches
IEEE C37.37 - Standard loading guide for ac High-Voltage Air Switches (In Excess of
1000 volts)
IEEE C37.41 - Design Tests for High Voltage Fuses, Distribution Enclosed Single-Pole
Air Switches, Fuse Disconnecting Switches and Accessories
IEEE/ANSI C37.46 - High Voltage Expulsion and Current-Limiting Type Power Class
Fuses and Fuse Disconnecting Switches
IEEE C37.55 - Conformance Test Procedures for Metal clad Switchgear Assemblies
IEEE C37.90 - IEEE Standard for Relays and Relay Systems Associated with Electric
Power Apparatus
IEEE C37.100 - IEEE Standard Definitions for Power Switchgear
IEEE C39.1
Requirements for Electrical Analog Indicating Instruments
IEEE C57.12.00
Standard General Requirements for Liquid-Immersed Distribution,
Power, and Regulating Transformers
IEEE C57.12.10
American National Standards for Transformers – 230 kV and
Below 833/958 through 8,333/10,417 kVA, Single-Phase, and 750/862 through
60,000/80,000/100,000 kVA Three-Phase, without Load Tap Changing; and 2,750/4,687
Through 60,000/80,000/1000,000 kVA with Load Tap Changing – Safety Requirements
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IEEE C57.12.28
Traction Power Supply System
Standard for Pad-Mounted Equipment – Enclosure Integrity
IEEE C57.12.80 - Standard Terminology for Power and Distribution Transformers
IEEE C57.12.90 – Standard Test Code for Liquid-Immersed Distribution, Power, and
Regulating Transformers
IEEE C57.13 - Standard Requirements for Instrument Transformers
C57.19.00 -IEEE Standard General Requirements and Test Procedure for Outdoor Power
Apparatus Bushings
IEEE C57.91 - Guide for Loading Mineral Oil Immersed Transformers (Including
Corrigendum 1)
IEEE C57.98 - Guide for Transformer Impulse Tests
IEEE C57.106 - Guide for Acceptance and Maintenance of Insulating Oil in Equipment
IEEE C57.113 -IEEE Trial-Use Guide for Partial Discharge Measurement in LiquidFilled Power Transformers and Shunt Reactors
IEEE C57.123 - Guide for Transformer Loss Measurements
IEEE C57.131 - Standard Requirements for Load Tap Changers
IEEE C57.136 - Guide for Sound Level Abatement and Determination for Liquid
Immersed Power Transformers and Shunt Reactors
IEEE C62 - IEEE Surge Protection Standards Collection
IEEE C62.11 - IEEE Standard for Metal-Oxide Surge Arresters for Alternating Current
Power Circuits
IEEE C62.41 - IEEE Recommended Practice for Surge Voltages in Low-Voltage ac
Power Circuits
IEEE C437.46 - American National Standard Specifications for Power Fuses and Fuse
Disconnecting Switches
IEEE C437.47 - American National Standard for High Voltage Current-Limiting Type
Distribution Class Fuses and Fuse Disconnecting Switches
National Electrical Manufacturers Association (NEMA)
250- Enclosures for Electrical Equipment (1,000 Volts Maximum)
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AB 1 - Molded Case Circuit Breakers and Molded Case Switches
AB 3 - Moulded Case Circuit Breakers and Their Application
BU 1 – Busways
EL 21.2 -Instrument Transformers for Revenue Metering (125 kV BIL through 350 kV
BIL)
FG 1 - Fibreglass Cable Tray Systems
FU 1 - Low-Voltage Cartridge Fuses
LA 1 - Surge Arresters
PB 1 - Panelboards
PE 5 - Utility Type Battery Chargers
RN1 - Polyvinyl-Chloride (PVC) Externally Coated Galvanized Rigid Steel Conduit and
Intermediate Metal Conduit
SG3 - Low-Voltage Power Circuit Breakers
SG 4 - AC High-Voltage Circuit Breakers
SG 6 - Power Switching Equipment
TC 2 - Electrical Polyvinyl Chloride (PVC) Tubing and Conduit
TC 3 - PVC Fittings for use with Rigid PVC Conduit and Tubing
TC 9 - Fittings for PVC Plastic Utilities Duct for Underground Installation
TC 14 - Reinforced Thermosetting Resin Conduit (RTRC) and Fittings
TR 1 - Transformers, Regulators, and Reactors
TR208 - Disconnect Switch Insulators
VE 1 - Metallic Cable Tray Systems
WC 26 – Bi-national Wire and Cable Packaging Standard
WC 70 - Nonshielded 0-2-kV Cables (ICEA S-95-658)
WD 1 - General Colour Requirements for Wiring Devices
InterNational Electrical Testing Association (NETA)
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ANSI/NETA ATS – Standard for Acceptance Testing Specifications for Electrical Power
Equipment and Systems
National Fire Protection Association (NFPA)
NFPA 70 – National Electrical Code
NFPA 72E - Automatic Fire Detectors
NFPA 90A - Standard for the Installation of Air Conditioning and Ventilation Systems
NFPA 101 - Life Safety Code
NFPA 110 – Standard for Emergency and Standby Power Supply Systems
NFPA 130 – Standard for Fixed Guideway Transit and Passenger Railway Systems
NFPA 780 – Standard for Lightning Protection Systems
Underwriters’ Laboratories (UL)
5 - Surface Metal Raceways and Fittings
6 - Rigid Metal Conduit
44 – Thermoset-Insulated Wires and Cables
50 - Enclosures for Electrical Equipment
62 – Flexible Cord and Fixture Wire
67 - Panelboards
83 - Thermoplastic Insulated Wires and Cables
489 - Molded-Case Circuit Breakers, Molded Case Switches and Circuit-Breaker
Enclosures
651 - Schedule 40 and 80 Rigid PVC Conduit
854 - Service Entrance Cables
870 - Wireways, Auxiliary Gutters, and Associated Fittings
924 - Emergency Lighting and Power Equipment
1059 - Terminal Blocks
1449 - Transient Voltage Surge Suppressors
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1581 - Reference Standard for Electrical Wires, Cables, and Flexible Cords
Uniform Building Code (UBC)
Design Requirements Manual (DRM) GO Transit
Independent Electricity System Operator (IESO) Standards
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APPENDIX D: DEFINITIONS
Autotransformer
Apparatus in an electrification system which helps boost the catenary voltage and reduce
the running rail current in the 2x25 kV autotransformer feed configuration. It uses a
single winding having three terminals. The intermediate terminal, located at the midpoint
of the winding, is connected to the rail and the static wires, and the other two terminals
are connected to the catenary and the negative feeder wires, respectively.
Catenary
Mathematical term to describe the shape of a cable sagging under its uniformly
distributed weight and used in railroad electrification to describe a system consisting of
two or more conductors, hangers and in-span hardware of an overhead contact system,
including supports.
Circuit Breaker
A circuit breaker is an automatically operated electrical switch designed to protect an
electrical circuit from damage caused by overload or short circuit. Its basic function is to
detect a fault condition and, by interrupting continuity, to immediately discontinue
electrical flow. It can also be operated manually.
Contact Wire
An overhead wire with which the pantograph or other current collector is designed to
make contact, also called “trolley wire”.
Current Transformer
A current transformer is a transformer designed to provide a current in its secondary coil
proportional to the current flowing in its primary coil.
Duct Bank
A duct bank is an assembly of conduit or ducts, which is usually encased in concrete in a
trench. It can be installed underground between structures or buildings to allow
installation of power and communication cables. Duct banks allow replacement of
damaged cables between buildings, or the addition of more power and communications
circuits, without the expense of re-excavation of a trench.
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Electrical Section
This is the entire section of the OCS, which, during normal system operation, is powered
from a TPS circuit breaker. The TPS feed section is demarcated by the phase breaks of
the supplying TPS and by the phase breaks at the nearest SWS or line end. An electrical
section may be subdivided into smaller elementary electrical sections.
Elementary Electrical Section
The smallest section of the OCS power distribution system that can be isolated from other
sections or feeders of the system by means of disconnect switches and/or circuit breakers.
Gantry
Gantry is a metallic frame structure raised on side supports so as to span over or around
something. In the context of TPSS, two gantries – main gantry and strain gantry, are
provided, one each at either side of electrified tracks at each TPF to connect the 25 kV
feeders emanating from the TPF to the OCS. Generally, the main gantry is located on the
TPF side of the tracks and the strain gantry on the opposite side. Both the gantries
together support overhead cross-feeders which are connected to the OCS at one end and
through disconnect switches to the TPF at the other. The gantries are much taller than the
OCS support structures.
Harmonics Distortion
Voltage and current waveform distortion due to harmonics current generated by nonlinear equipment, such as thyristor-controlled equipment on-board the rolling stock or in
the substations.
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Hydro One HV Grid
This is the high voltage (HV) 230 kV/115kV transmission network of Hydro One, the
power utility.
Load Break Disconnect Switches
Disconnect switches that can be opened under normal electrical loads but not under fault
current conditions.
Magnahelic Gauge
An instrument used for accurate measurement of air pressure. This is normally used in
gas cylinders to measure teh pressure and determine teh right time to have teh cylinder
refilled.
Manhole
In the context of TPSS a manhole is the top opening to an underground utility vault used
to house an access point for making connections or performing maintenance on
underground feeder cables routed in duct banks.
Messenger Wire
The wire from which the contact wire or auxiliary messenger is suspended by means or
hangers in a catenary
Negative Feeder
Negative feeder is an overhead conductor supported on the same structure as the catenary
conductors, which is at a voltage of 25 kV with respect to ground but 180 degrees out-ofphase with respect to the voltage on the catenary. Therefore, the voltage between the
catenary conductors and the negative feeder is 50 kV nominal. The negative feeder
connects successive feeding points, and is connected to one terminal of an
autotransformer in the traction power facilities via a circuit breaker or disconnect switch.
At these facilities, the other terminal of the autotransformer is connected to a catenary
section or sections via circuit breakers or disconnects.
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Overhead Contact System (OCS)
The system that contains and supports the overhead Contract Wire for distributing power
to the rail vehicles
Paralleling Stations (PS)
An installation that helps boost the OCS voltage and reduce the running rail return
current by means of the autotransformer feed configuration. The negative feeders (NF)
and the catenary conductors are connected to the two outer terminals of the
autotransformer winding at this location with the central terminal connected to the rail
return system. OCS sections can be connected in parallel at PS locations.
Power Factor
In ac systems power factor is defined as the ratio of the real power flowing to the load to
the apparent power in the circuit.
Rail Potential
Rail Potential is defined as the voltage between running rails and ground occurring under
operating conditions when the running rails are utilized for carrying the traction return
current or under fault conditions.
RAMS
Reliability, availability, maintainability and safety analysis of the system (TPSS in this
case)
Regenerative Braking
This is one way of applying brakes to electric trains to control their speed or to bring
them to a halt. In the regenerative braking mode the traction motors of the rolling stock
start working as generators; they generate electricity which can be used by the train itself
for its internal auxiliary power use, or can be fed to the OCS for use of other trains in the
same feed zone, or, if not fully used, can be burnt in electric resistors installed on the
train. Refer to Clause 20.3 for additional details.
SCADA System
The Supervisory Control and Data Acquisition (SCADA) system is the master system
that monitors and controls remote data input / output units of TES to and from the
Operations Control Center (OCC). The SCADA system comprises master stations located
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Traction Power Supply System
at the OCC and remote SCADA equipment located in the field. Communications between
the master station and the remote SCADA equipment generally utilizes the Fibre Optic
Communications Network (FOCN) and the appropriate communications protocol.
The SCADA system transmits in real-time, metering data, indications, alarms, and
controls, between trackside facilities / equipment and the OCC. These transmissions
generally include:

Metering information

TES alarm and control signals and status indications

TES related auxiliary and emergency power alarms and signals

TES related fire detection system monitoring signals
Refer to EPS 08000 for further details.
Short Circuit Fault
A low-resistance connection established by accident between two points in an electric
circuit. The current tends to flow through the area of low resistance, bypassing the rest of
the circuit till the power supply is cut off by operation of switchgear.
Static Wire (Aerial Ground Wire)
A wire, usually installed aerially adjacent to or above the catenary conductors and
negative feeders, that connects OCS supports collectively to ground or to the grounded
running rails to protect people and installations in case of an electrical fault. In an ac
electrification system, the static wire forms a part of the traction power return circuit and
is connected to the running rails at periodic intervals and to the traction power facility
ground grids. If mounted aerially, the static wire may also be used to protect the OCS
against lightning strikes. It is sometimes termed “aerial ground wire”.
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Switchgear
In an electric power system, switchgear is the combination of electrical disconnect
switches, fuses and/or circuit breakers used to control, protect and isolate electrical
equipment. Switchgear is used both to de-energize equipment to allow work to be done
and to clear faults downstream. This type of equipment is important because it is directly
linked to the reliability of the electricity supply
Switching Stations (SWS)
This is an installation where the supplies from two adjacent TPS are electrically separated
and where electrical energy can be supplied to an adjacent, but normally separated
electrical section during contingency power supply conditions. It also acts as a
paralleling station (PS).
Tests, Acceptance (Conformance)
Those tests made to demonstrate compliance with the applicable standards. The test
specimen is normally subjected to all planned production tests prior to initiation of the
acceptance (conformance) test program.
Tests, Design
Those tests made to determine the adequacy of a particular type, style, or model of
equipment with its component parts to meet its assigned ratings and to operate
satisfactorily under normal service conditions or under special conditions if specified.
Traction Electrification System (TES)
TES is the combination of the traction power supply system (TPSS), the overhead contact
system (OCS), and the traction power return system, together with appropriate interfaces
to the TES related supervisory control and data acquisition (SCADA) system. It forms a
fully functional 2x25-kV ac traction power supply and distribution system and provides
the traction power to the electrically powered vehicles on the Metrolinx electrified
railway line.
Traction Power Facilities (TPF)
TPF is a general term that encompasses traction substations (TPS), switching stations
(SWS), and paralleling stations (PS).
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Traction Power Return System
All conductors including the grounding system for the electrified railway tracks, which
form the intended path of the traction, return current from the wheel-sets of the traction
rolling stock to the traction substations under normal operating conditions and the total
return current under fault conditions. The conductors may be of the following types:
1.
Running rails,
2.
Impedance bonds,
3.
Static wires, and buried ground or return conductors,
4.
Rail and track bonds,
5.
Return cables, including all return circuit bonding and grounding
interconnections,
6.
Ground, and
7.
Because of the configuration of the autotransformer connections, the NF.
Traction Power Substations (TPS)
TPS is an electrical installation where power is received at high voltage and transformed
to the voltage and characteristics required at the OCS for the nominal 2x25-kV system,
containing equipment such as transformers, circuit breakers and sectionalizing switches.
It also includes the incoming high voltage lines from the power supply utility.
Traction Power Supply System (TPSS)
TPSS is the railway traction distribution network used to provide energy to Metrolinx
electric trains, which comprises incoming high voltage supplies, traction power
substations (TPS) at which power is converted from high voltage to nominal 2x25 kV
railway traction voltage to the overhead contact system (OCS), other traction switching
facilities including switching stations (SWS) and paralleling stations (PS), and
connections to the OCS and the traction return and grounding system.
Voltage Clearance
It is the shortest distance through the air required between two conductive elements
having a voltage difference, and depends upon the magnitude of voltage difference
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between these two elements and also on atmospheric conditions (for example, pollution,
humidity etc.).
Voltage Flicker
Voltage flicker is defined as change in voltage divided by the voltage, and is usually
expressed in percent.
Voltage Transformer (VT)
A voltage transformer is a transformer that provides a voltage in its secondary coil
proportional to voltage across its primary coil. It is designed to have an accurately
known transformation ratio in both magnitude and phase, over a range of measuring
circuit impedances. A voltage transformer is intended to present a negligible load to the
supply being measured. The low secondary voltage allows protective relay equipment
and measuring instruments to be operated at a lower voltage.
Voltage Unbalance
Voltage unbalance occurs when a three-phase system supplies a phase-to-phase load.
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APPENDIX E: ABBREVIATIONS AND ACRONYMS
AARU
Automatic Assured Receptivity Unit
ac
Alternating Current
ANSI
American National Standards Institute
AREMA
American Railway Engineering and Maintenance-of-Way Association
ASTM
American Society for Testing Materials
AT
Autotransformer
CFR
Code of Federal Regulations
CMU
Concrete Masonry Unit
dc
Direct Current
EMC
Electromagnetic Compatibility
EMI
Electromagnetic Interference
EMU
Electrical Multiple Unit
EN
European Standard
HV
High Voltage
Hz
Hertz (cycles per second)
IBC
International Building Code
IEEE
Institute of Electrical and Electronics Engineers
kA
kilo amperes
km
Kilometres
kph
Kilometres per hour
kV
kilovolt
kVA
kilowatt
LV
Low Voltage
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m
metre
MIL
Military
mm
millimetres
MOD
Motorized Disconnect Switch
mph
miles per hour
MV
Medium Voltage
MVA
Mega Volt Ampere
N.C.
Normally Closed
N.O.
Normally Open
NEC
National Electrical Code
NEMA
National Electrical Manufacturers Association
NESC
National Electrical Safety Code
NF
Negative Feeders
NFPA
National Fire Protection Association
O&M
Operations and Maintenance
OBC
Ontario Building Code
ºC
Degrees Centigrade
OCC
Operations Control Centre
OCS
Overhead Contact System
OESC
Ontario Electrical Safety Code
OSHA
Occupational Safety and Health Association
PS
Paralleling Stations
PVC
Polyvinyl Chloride
RAM
Reliability, Availability, Maintainability
rms
root mean square
ROW
Right of Way
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RS
Rolling Stock
RTRC
Reinforced Thermosetting Resin Conduit
RTU
Remote Terminal Unit
SCADA
Supervisory Control and Data Acquisition (System)
SWS
Switching Stations
TES
Traction Electrification System
TPF
Traction Power Facilities
TPS
Traction Power Substations
TPSS
Traction Power Supply System
UBC
Uniform Building Code
UL
Underwriters’ Laboratories
ULC
Underwriters’ Laboratories of Canada
UP Express
Union Pearson Express
WPC
Wayside Power Control Cubicles
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