Purple Line Traction Power Study Report-Rev4

TRACTION POWER SYSTEM
SIMULATION PRELIMINARY
REPORT
OCTOBER 31, 2013 REV: 4
2012.01.06.TP.PE.11.TPSSStudy Report-04
Traction Power System Simulation Report
Revision: 4
Revision History
Revision
Date
Description
Draft
2/3/2012
Initial Issue for PMC Review
3/30/2012
Revised per PMC review comments dated 3/7/12.
4/10/2012
6/14/2013
Changed report title to Preliminary Report; Misc minor

editorial changes.
Updated study report with revised track alignment data and
substation locations
Baseline condition AW3 load at 5 minute headway;
10/31/13
Add recovery operation with one track at AW4 load at 3

minute headway for four consecutive trains;
Q09 TPS location at 508+50
Change Log and Comments

Section
Description of Change/Question Answered
Name
Date
1.2
Added descriptions on how the 18 substations were

determined.
JGY
3/30/12
3.6
JGY
3/30/12
Misc
Added OCS conductor allowable ampacity for

reference.
Misc. minor editorial changes
JGY
3/30/12
Misc
Misc minor editorial changes
JGY
4/10/12
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Page 1
Revision: 4
Table of Contents
1
Executive Summary .......................................................................................................... 5

1.1
Objectives .....................................................................................................................................................5
1.2
Basic requirements .......................................................................................................................................5
1.3
List of substations.........................................................................................................................................6
1.4
Summary of findings ....................................................................................................................................6
1.4.1 Train voltages ...........................................................................................................................................6
1.4.2 Maximum rail potential ...........................................................................................................................7
1.4.3 Ratios of rectifier load RMS current/rating .............................................................................................7
1.5
Conclusions ...................................................................................................................................................7
Introduction ....................................................................................................................... 8
2.1
Main parameters..........................................................................................................................................8
2.1.1 Running rails ............................................................................................................................................8
2.1.2 Substation rectifier units .........................................................................................................................8
2.1.3 Train consists and operational headway .................................................................................................8
2.1.4 Train stops ...............................................................................................................................................9
2.2
Methodology ................................................................................................................................................9
2.2.1 Simulation runs ........................................................................................................................................9
2.2.2 Train dispatching....................................................................................................................................10
Simulation Results ...........................................................................................................11

3.1
Substation power demands (average kW) .................................................................................................11
3.2
Rectifier load current (RMS amps)/ rating ratios .......................................................................................12
3.3
Substation feeder current (RMS amps) ......................................................................................................13
3.4
Train voltage plots......................................................................................................................................16
3.4.1 Normal operations .................................................................................................................................17
3.4.2 Contingency operations .........................................................................................................................18
3.4.3 Recovery operations ..............................................................................................................................19
3.5
Rail potential plot .......................................................................................................................................20
3.6
OCS current plot (RMS amps) .....................................................................................................................24
Appendix A List of Reference Document ....................................................................28

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5
Revision: 4
Appendix B List of Simulation Data .............................................................................29

5.1
Track Alignment Data ................................................................................................................................29
5.2
Traction Power System Data ......................................................................................................................31
5.2.1 OCS Segments ........................................................................................................................................31
5.2.2 Locations of track cross-bonds ..............................................................................................................31
5.2.3 Conductor Resistances ...........................................................................................................................33
5.2.4 Single Line Diagram................................................................................................................................33
5.2.5 Voltage Levels ........................................................................................................................................35
5.2.6 Rectifier voltage regulation ...................................................................................................................35
5.2.7 Feeder cables and track cross-bonds .....................................................................................................35
5.3
Vehicle Data ...............................................................................................................................................36
5.3.1 Vehicle Weight .......................................................................................................................................36
5.3.2 Power conversion efficiency ..................................................................................................................36
5.3.3 Auxiliary Load.........................................................................................................................................36
5.3.4 Maximum Acceleration Rate, Braking Rate and Jerk Rate .....................................................................36
5.3.5 Maximum Operating Speed ...................................................................................................................37
5.3.6 Vehicle Characteristic Curves.................................................................................................................37
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Revision: 4
List of Figures
FIGURE 1. TRAIN VOLTAGE PLOT NORMAL OPERATIONS.......................................................................................17

FIGURE 2. TRAIN VOLTAGE PLOT CONTINGENCY OPERATIONS .............................................................................18
FIGURE 3. TRAIN VOLTAGE PLOT RECOVERY OPERATIONS ....................................................................................19
FIGURE 4. RAIL POTENTIAL PLOT NORMAL OPERATIONS.......................................................................................21
FIGURE 5. RAIL POTENTIAL PLOT CONTINGENCY OPERATIONS .............................................................................22
FIGURE 6. RAIL POTENTIAL PLOT RECOVERY OPERATIONS ....................................................................................23
FIGURE 7. OCS CURRENT NORMAL OPERATIONS ...................................................................................................25
FIGURE 8. OCS CURRENT CONTINGENCY OPERATIONS ..........................................................................................26
FIGURE 9. OCS CURRENT RECOVERY OPERATIONS .................................................................................................27
FIGURE 10. OCS SEGMENTS ........................................................................................................................................31
FIGURE 11. SINGLE LINE DIAGRAM FOR THE TRACTION POWER SYSTEM ................................................................34
FIGURE 12. VEHICLE TRACTIVE EFFORT CURVE ..........................................................................................................37
List of Tables
TABLE 1. LIST OF SUBSTATIONS ....................................................................................................................................6

TABLE 2. LIST OF SIMULATION RUNS AND RECTIFIER CAPACITIES (MW) ...................................................................9
TABLE 3. SUBSTATION POWER DEMANDS IN KW (0 MINUTE OFFSET) .....................................................................11
TABLE 4. SUBSTATION RECTIFIER RMS LOAD CURRENT /RATING RATIO..................................................................12
TABLE 5. POSITIVE FEEDER LOAD CURRENTS (RMS AMPS) .......................................................................................13
TABLE 6. NEGATIVE FEEDER LOAD CURRENTS (RMS AMPS) .....................................................................................15
TABLE 7. LIST OF STATION LOCATIONS ......................................................................................................................29
TABLE 8. LIST OF TRAFFIC SIGNAL AND PEDESTRIAN CROSSING LOCATIONS ...........................................................29
TABLE 9. LOCATION OF TRACK CROSS-BONDS RELATIVE TO SUBSTATIONS .............................................................32
TABLE 10. CONDUCTOR RESISTANCES FOR 1 MESSENGER // 1 CONTACT WIRE ......................................................33
TABLE 11. SYSTEM VOLTAGE LEVELS ..........................................................................................................................35
TABLE 12. DC VOLTAGE REGULATION FOR RECTIFIER ...............................................................................................35
TABLE 13. VEHICLE ASSIGNED WEIGHTS ....................................................................................................................36
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Revision: 4
Executive Summary
This revision of the report details the findings from the simulation study of the Purple Line
traction power system between Bethesda and New Carrollton.
The study takes into account the latest development in Design Criteria, Design Build Technical
Requirements, track alignment, substation locations and the light rail vehicle data.
1.1 Objectives
The simulation analysis is based on the MTA Red / Purple Line Design Criteria (Reference 2)
and the Design Build Technical Requirements (Reference 10). The objective of this study is to
confirm that the proposed traction power system configuration can meet the requirements of the
Design Criteria and the Design Build Technical Requirements.
1.2 Basic requirements

The basic requirements of the criteria are summarized as follows:
The system should be able to support 2-car train operation at AW3 load at 5 minute headway.
Under normal operation, at least 90% of all train voltage observations during simulation shall
be above the minimum vehicle voltage for full performance, i.e., 650V.
Rectifier load should be within its 100% rating for normal operation.
The maximum rail potential should be equal to or less than 50V.
Under contingency operation (substation outage for single-rectifier substations; or rectifier

unit outage for two-rectifier substations), train voltages should be at or above 525V.
Rectifier load should be within its 150% rating for 2 hours for contingency operation.
The maximum rail potential should be equal to or less than 75V.
Recovery Service of four sequential maximum length trains operating at maximum allowable
speeds with AW4 loads at normal LRV performance levels at three minute headways at any
location on the Mainline with simultaneous service of maximum length Trains at five minute
headways on the other track (Reference 10). The performance requirements are the same as in
contingency operation listed above.
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Revision: 4
1.3 List of substations

In the previous study as detailed in the report revision 2, it was determined that 18 substations
were needed in order to meet the design criteria.
According to the latest site surveys and drawings, the locations of substations are listed in the
following table. The number of rectifier units for the substations are also listed in the same table.
Table 1. List of substations
Name
Rectifiers
Q01
2x2MW
Q02
1x2MW
Q03
1x2MW
Q04
1x2MW
Q05
1x2MW
Q06
1x2MW
Q07
1x2MW
Q08
1x2MW
Q09
1x2MW
Q10
1x2MW
Q11
1x2MW
Q12
1x2MW
Q13
1x2MW
Q14
1x2MW
Q15
1x2MW
Q16
1x2MW
Q17
1x2MW
Q18
2x2MW
Note: SOL=Start of Line at 100+00
Location
chainage
120+29
168+00
222+66
267+59
321+00
371+00
424+15
462+00
508+50
552+50
598+50
657+25
712+00
757+50
807+00
850+50
903+00
952+00
Location
(miles from
SOL)
0.38
1.29
2.32
3.17
4.19
5.13
6.14
6.86
7.74
8.57
9.44
10.55
11.59
12.45
13.39
14.21
15.21
16.14
Distance to
next sub
(miles)
0.90
1.04
0.85
1.01
0.95
1.01
0.72
0.88
0.83
0.87
1.11
1.04
0.86
0.94
0.82
0.99
0.93
0.21
A schematic diagram for the proposed traction power system is shown in Figure 11 in Appendix
B.
1.4 Summary of findings

1.4.1
Train voltages
The system meets the requirements for train voltages
Under normal operation condition, the occurrence of train voltages below 650V is 0.28%
of all train voltage observations during simulation, i.e., 99.72% of all observed train
voltages are above 650V. The minimum train voltage identified is 622V (see Fig. 1).
Under all contingency operation conditions, all train voltages are above 525V. The
minimum train voltage identified is 568V (see Fig. 2).
Under recovery operation conditions, all train voltages are above 525V. The minimum
train voltage identified is 603V (see Fig. 3).
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1.4.2
Revision: 4
Maximum rail potential
The system meets the requirements for rail potential limit
Rail potential is less than 50V under normal operation. The maximum rail potential
identified is 39V (see Fig. 4).
Rail potential is less than 75V under all contingency operation conditions. The maximum
rail potential identified is 61V (see Fig. 5).
Rail potential is less than 75V under all recovery operation conditions. The maximum rail
potential identified is 42V (see Fig. 6).
1.4.3
Ratios of rectifier load RMS current/rating
The system meets the requirements for rectifier load/rating ratios
All rectifier loads are within 100% continuous rating under normal operation. The
maximum ratio identified is 54% (see Table 4).
All rectifier loads are within 150% 2-hour rating under all contingency operation
conditions. The maximum ratio identified is 73% (see Table 4).
All rectifier loads are within 150% 2-hour rating under all recovery operation conditions.
The maximum ratio identified is 73% (see Table 4).
1.5 Conclusions
The system configuration presented in this report conforms to the design criteria and the design
build technical requirements.
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Revision: 4
Introduction
2.1 Main parameters

The main parameters for the simulation models are listed as follows.
2.1.1
The vehicles are based on 95 feet length per car. Maximum operation speed is 55 mph
(Ref.1 as listed in Appendix A);
Traction power is supplied by DC rectifiers at 750V nominal voltage (Ref.2);
The OCS has 6 segments, using Fixed Termination Single Contact Wire (FTSCW) and
Auto-Tension Simple Catenary (ATSC) as shown in Reference 7.
o In OCS Segments 1,2,3,4,6, OCS) has either one messenger wire of 500kcm
hard drawn copper or one parallel feeder cable of 500kcm hard drawn copper,
plus one contact wire of 350kcm hard drawn copper (Ref.7); The operating
temperature of the OCS is at 75oC, with the contact wire 30% worn as the worst
case (Ref.2).
o In OCS Segment 5 of the OCS, 2x1000 kcmil copper feeders will be used per
track for electro-magnetic interference mitigation (Ref.7), plus one contact wire of
350kcm of hard drawn copper. The feeders will be connected to the contact wire
through risers.
Running rails
Running rails are of 115 RE rails. The working temperature of the rails is at 60oC, with 10%
worn as the worst case (Ref.2).
Both rails are used for traction return current on each track. The running rails on the two tracks
are assumed to be cross-bonded at approximately 2000 intervals.
2.1.2
Substation rectifier units
Each substation is assumed to have 1x2000kW rectifier unit, which is the standardized size for
MTA LRT rectifiers (Ref.2). The two end-of-line substations are equipped with 2x2000kW
rectifier units each.
The dc no-load voltage is at 795V and the nominal load voltage at 750V, giving an inherent
voltage regulation of 6%. With a minimum short circuit capacity of 100MVA for the ac supply,
2.2% extra regulation is added to the overall regulation.
2.1.3
Train consists and operational headway
Trains consists are based on 2-car trains (Reference 3 as listed in Appendix A).
In normal operation, the minimum headway is 5-minutes for weekday peak period operations,
with train weight at AW3 (Reference 10).
Recovery Service of four sequential maximum length Trains operating at maximum allowable
speeds with AW4 loads at normal LRV performance levels at three minute headways at any
October 31, 2013
Page 8
Revision: 4
location on the Mainline with simultaneous service of maximum length Trains at five minute
headways on the other track. (Reference 10).
2.1.4
Train stops
Train stops and dwell times are according to Scenario 2 as contained in the reference 8
(Simulation study report Rev4).
In addition to regular passenger stops, all traffic signal stops and pedestrian crossing stops are
also included in the simulation model.
In practical operation, a train may not necessarily stop at every traffic signal, depending on the
status of the signal and timing. There is a degree of randomness on where each train might stop
when it encounters a traffic signal. By including all traffic signal stops, the model captures the
worst case loads for the traction power system.
2.2 Methodology
Simulations have been carried out to assess the traction power system performance under both
normal operation, contingency operation and recovery operation conditions.
2.2.1
Simulation runs
Simulation runs and the number of rectifiers in service in each run are listed in the following
table.
Table 2. List of simulation runs and rectifier capacities (MW)
Substation
Name
Normal
Outage-1
Outage-2
Outage-3
Outage-4
Outage-5
Outage-6
Q01
Q02
Q03
Q04
Q05
Q06
Q07
Q08
Q09
Q10
Q11
Q12
Q13
Q14
Q15
Q16
Q17
Q18
Note- Highlighted cells indicate substations in contingency operation. For recovery operation,
substations are in normal configuration.
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Revision: 4
Contingency conditions are defined as follows:
For Q01 and Q18 substations, 1 rectifier unit is out of service while the other rectifier
remains in service. DC bus and feeders also remain in service.
For all other substations, the rectifier, dc positive bus and positive feeders are all
taken out of service. The section break bypass switches are closed at the affected
substations so that electrical continuity of the OCS conductors is maintained on each
track while the two tracks are not electrically connected in parallel.
All contingency conditions are covered by 6 simulation runs listed in the above table, labeled
Outage-1 through Outage-6. Each contingency run covers 3 substations that are in
contingency conditions. The substations with contingency conditions in each contingency
run are separated by five substations that are in normal operation. In this way, the effect of
one contingency on another in the same run is minimized. The number of simulation runs is
minimized while the accuracy of the simulation results is not compromised.
Recovery operations are covered by 2 simulation runs:
EB trains with AW3 weight and 5 minute headway; WB trains with AW4 weight and 3
minute headway
EB trains with AW4 weight and 3 minute headway; WB trains with AW3 weight and 5
minute headway
By assigning a regular headway of three minutes at AW4 weight, these two runs cover all
recovery operation conditions that will have four sequential trains operating at three minute
headway at all location throughout the line.
2.2.2
Train dispatching
Under each condition, train dispatching from the two ends of the track are simulated with
different time offsets, so that trains on the two tracks may meet at different locations and the
worst cases of power demands can be captured. The simulation results in this report reflect the
following offsets:
WB train is dispatched at the same time as EB train (0 minute offset)
WB train is dispatched 0.5 minute later than EB train (0.5 minute offset)
WB train is dispatched 1 minutes later than EB train (1 minute offset)
WB train is dispatched 1.5 minutes later than EB train (1.5 minute offset)
WB train is dispatched 2 minutes later than EB train (2 minute offset)
WB train is dispatched 2.5 minutes later than EB train (2.5 minute offset)
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Revision: 4
Simulation Results
3.1 Substation power demands (average kW)

The average power demands in kW for both normal operation and contingency operation are
listed in the following table (peak hour service, 0 minute offset).
Table 3. Substation power demands in kW (0 minute offset)
Substation
Name
Normal
Outage-1
Outage-2
Outage-3
Outage-4
Outage-5
Outage-6
Q01
642
566
929
698
659
569
566
Q02
656
695
823
696
707
697
Q03
599
612
780
871
674
624
Q04
737
753
777
959
1023
807
Q05
871
935
900
920
1104
1203
Q06
910
1199
999
943
966
1224
Q07
893
1282
994
926
962
1207
Q08
976
1337
1329
1057
1011
1068
Q09
1,024
1116
1353
1379
1100
1065
Q10
998
1045
1081
1373
1286
1080
Q11
936
1053
986
1030
1262
1266
Q12
904
1259
1010
953
1006
1274
Q13
888
1195
964
937
1014
1232
Q14
934
1200
1223
1008
979
1020
Q15
923
981
1216
1242
991
945
Q16
847
862
919
1183
1096
862
Q17
833
836
849
900
1087
892
Q18
738
739
743
759
814
1173
652
Total
15,311
15,187
15,020
15,052
15,014
15,085
15,186
Maximum
1,024
1,337
1,353
1,373
1,379
1,286
1,266
Note - Highlighted cells indicate substations in contingency operation
Power demands for other headway offsets are similar as those listed above. They are not listed
in this report for brevity.
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Revision: 4
3.2 Rectifier load current (RMS amps)/ rating ratios

The ratios of rectifier load current (RMS amps in peak hour service) over the rated current are
listed in the following table.
Table 4. Substation rectifier RMS load current /rating ratio
Substation
Power Rating
(kW)
Current Rating
(A)
Normal (all
offsets)
Outages (all
offsets)
Recovery (all
offsets)
Q01
4,000
5,333
18%
32%
21%
Q02
2,000
2,667
33%
42%
40%
Q03
2,000
2,667
31%
45%
38%
Q04
2,000
2,667
40%
54%
45%
Q05
2,000
2,667
45%
63%
59%
Q06
2,000
2,667
47%
63%
64%
Q07
2,000
2,667
44%
65%
61%
Q08
2,000
2,667
49%
68%
70%
Q09
2,000
2,667
54%
72%
73%
Q10
2,000
2,667
53%
73%
72%
Q11
2,000
2,667
48%
65%
63%
Q12
2,000
2,667
45%
65%
61%
Q13
2,000
2,667
45%
63%
59%
Q14
2,000
2,667
48%
64%
61%
Q15
2,000
2,667
47%
64%
61%
Q16
2,000
2,667
45%
63%
57%
Q17
2,000
2,667
47%
59%
55%
Q18
4,000
5,333
19%
34%
24%
54%
73%
73%
Maximum
The above table indicates that the rectifiers have sufficient capacities to support the normal
operation, all the contingency operation conditions and the recovery operations. The system
meets the requirements of the design criteria in terms of rectifier ratings.
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Revision: 4
3.3 Substation feeder current (RMS amps)

Feeder name designations in the simulation model are according to the single line diagram
shown in Figure 11 in Appendix B. A typical substation feeder numbering is shown in the
diagram below.
For each simulation, an RMS load current for each feeder in each substation is derived from the
simulation results. These include both positive feeders and negative feeders. The maximum
values from all the simulation runs are summarized for each feeder, which represent the worst
case load for the feeder.
The following table lists positive feeder load currents.
Table 5. Positive Feeder Load Currents (RMS Amps)
Substation
Feeder Name
Maximum
Normal Op
Q01
EB1-Feeder
397
Maximum
Contingency
Op
478
Q01
EB2-Feeder
369
464
475
Q01
WB1-Feeder
185
274
250
Q01
WB2-Feeder
196
299
265
Q02
EB1-Feeder
263
306
331
Q02
EB2-Feeder
296
349
375
Q02
WB1-Feeder
391
440
499
Q02
WB2-Feeder
390
448
499
Q03
EB1-Feeder
287
361
360
Maximum
Recovery Op
514
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Revision: 4

Feeder Name
Maximum
Normal Op
Q03
EB2-Feeder
287
Maximum
Contingency
Op
375
Q03
WB1-Feeder
279
339
380
Q03
WB2-Feeder
272
351
369
Q04
EB1-Feeder
391
468
472
Q04
EB2-Feeder
400
498
492
Q04
WB1-Feeder
252
318
346
Q04
WB2-Feeder
271
351
372
Q05
EB1-Feeder
357
448
533
Q05
EB2-Feeder
341
454
525
Q05
WB1-Feeder
417
509
620
Q05
WB2-Feeder
403
518
612
Q06
EB1-Feeder
319
428
515
Q06
EB2-Feeder
322
417
518
Q06
WB1-Feeder
435
550
656
Q06
WB2-Feeder
435
536
659
Q07
EB1-Feeder
354
466
555
Q07
EB2-Feeder
348
473
551
Q07
WB1-Feeder
334
457
545
Q07
WB2-Feeder
340
476
552
Q08
EB1-Feeder
396
521
560
Q08
EB2-Feeder
395
518
561
Q08
WB1-Feeder
418
540
690
Q08
WB2-Feeder
431
550
703
Q09
EB1-Feeder
390
499
584
Q09
EB2-Feeder
376
493
560
Q09
WB1-Feeder
487
601
777
Q09
WB2-Feeder
483
609
754
Q10
EB1-Feeder
413
535
565
Q10
EB2-Feeder
427
523
578
Q10
Q10
Q11
WB1-Feeder
WB2-Feeder
EB1-Feeder
474
467
395
601
567
506
710
695
586
Q11
EB2-Feeder
382
499
565
Q11
WB1-Feeder
390
503
577
Q11
WB2-Feeder
383
495
566
Q12
EB1-Feeder
305
440
483
Q12
EB2-Feeder
314
444
491
Q12
WB1-Feeder
375
516
598
Q12
WB2-Feeder
369
501
587
Q13
EB1-Feeder
370
482
545
Q13
EB2-Feeder
358
462
525
Q13
WB1-Feeder
356
476
550
Q13
WB2-Feeder
362
463
556
Q14
EB1-Feeder
436
524
550
Substation
Maximum
Recovery Op
358
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Revision: 4

Feeder Name
Maximum
Normal Op
Q14
EB2-Feeder
440
Maximum
Contingency
Op
535
Q14
WB1-Feeder
402
484
575
Q14
WB2-Feeder
379
474
550
Q15
EB1-Feeder
439
549
632
Q15
EB2-Feeder
430
541
621
Q15
WB1-Feeder
320
414
498
Q15
WB2-Feeder
352
465
543
Q16
EB1-Feeder
434
545
597
Q16
EB2-Feeder
431
520
598
Q16
WB1-Feeder
319
424
462
Q16
WB2-Feeder
305
390
427
Q17
EB1-Feeder
378
459
549
Q17
EB2-Feeder
358
424
524
Q17
WB1-Feeder
413
494
549
Q17
WB2-Feeder
422
488
565
Q18
EB1-Feeder
295
439
423
Q18
EB2-Feeder
264
393
379
Q18
WB1-Feeder
309
456
417
Q18
WB2-Feeder
278
409
376
487
609
777
Substation
Maximum
Maximum
Recovery Op
558
Of all the positive feeders, the maximum is 487A under normal operation, 609A for contingency
operation and 777A for recovery operation.
The following table lists negative feeder load currents.
Table 6. Negative Feeder Load Currents (RMS Amps)
Feeder Name
Maximum Normal Op
Q01
EB1-Return
551
Maximum
Contingency
Op
739
Q01
WB1-Return
419
620
482
Q02
EB1-Return
422
541
499
Q02
WB1-Return
530
643
687
Q03
EB1-Return
441
618
533
Q03
WB1-Return
426
604
549
Q04
EB1-Return
660
842
707
Q04
WB1-Return
431
629
526
Q05
EB1-Return
626
855
825
Q05
WB1-Return
610
842
836
Q06
EB1-Return
594
813
814
Q06
WB1-Return
673
888
941
Q07
EB1-Return
598
877
849
Q07
WB1-Return
590
856
841
Substation
Maximum
Recovery Op
671
October 31, 2013

Page 15
Revision: 4
Table 6. Negative Feeder Load Currents (RMS Amps)

Feeder Name
Maximum Normal Op
Q08
EB1-Return
697
Maximum
Contingency
Op
939
Q08
WB1-Return
666
912
Q09
EB1-Return
714
963
943
Q09
WB1-Return
737
983
1,067
Q10
EB1-Return
710
965
917
Q10
WB1-Return
756
1,010
1,055
Q11
EB1-Return
650
876
885
Q11
WB1-Return
659
887
904
Q12
EB1-Return
598
859
806
Q12
WB1-Return
613
877
855
Q13
EB1-Return
634
871
825
Q13
WB1-Return
627
864
828
Q14
EB1-Return
664
856
852
Q14
WB1-Return
674
878
905
Q15
EB1-Return
677
898
924
Q15
WB1-Return
611
833
825
Q16
EB1-Return
686
912
897
Q16
Q17
WB1-Return
EB1-Return
553
781
694
660
812
805
Q17
WB1-Return
626
793
805
Q18
EB1-Return
528
826
682
Q18
WB1-Return
501
800
630
756
1,010
1,067
Substation
Maximum
Maximum
Recovery Op
917
1,011
Note - The above list includes all simulated headway offsets
Of all the negative feeders, the maximum is 756A under normal operation, 1010A for
contingency operation and 1067A for recovery operation.
3.4 Train voltage plots

The following figures show the instantaneous train voltages (between pantograph and return
rails) across the system for the duration of simulation.
These figures indicate that:
There are instants when train voltages are below 650V under normal operations but the
frequency of such occurrence is below the specified limit of 10% of all observed train
voltage, per the Design Criteria.
All train voltages are above 525V under all contingency operation conditions.
All train voltages are above 525V under all recovery operations.
The system meets the requirements of the design criteria in terms of train voltages.
October 31, 2013

Page 16

3.4.1
Revision: 4
Normal operations
Figure 1. Train voltage plot normal operations
October 31, 2013

Page 17

3.4.2
Revision: 4
Contingency operations
Figure 2. Train voltage plot contingency operations
October 31, 2013

Page 18

3.4.3
Revision: 4
Recovery operations
Figure 3. Train voltage plot recovery operations
October 31, 2013

Page 19
Revision: 4
3.5 Rail potential plot

The following figures show the instantaneous rail potential (with respect to remote ground)
across the system for the duration of simulation.
Rail potential is within 50V across the system under normal operations.
Rail potential is within 75V across the system under all contingency operation conditions.
Rail potential is within 75V across the system under all recovery operation conditions.
The system meets the requirements of the design criteria in terms of rail potential.
October 31, 2013

Page 20

3.5.1
Revision: 4
Normal operations
Figure 4. Rail potential plot normal operations
October 31, 2013

Page 21

3.5.2
Revision: 4
Figure 5. Rail potential plot contingency operations
October 31, 2013

Page 22

3.5.3
Revision: 4
Recovery operations
Figure 6. Rail potential plot recovery operations
October 31, 2013

Page 23
Revision: 4
3.6 OCS current plot (RMS amps)

The following figures show the RMS currents in the OCS along the tracks across the system.
The RMS value for each location on each track is computed from the instantaneous currents
through the OCS conductors in the duration of simulation.
The maximum OCS RMS current in the system is 735A under normal operation.
The maximum OCS RMS current in the system is 1033A under all contingency operation
conditions.
The maximum OCS RMS current in the system is 1183A under all recovery operation
conditions
According to Reference 5, allowable ampacity for 500kcm messenger is 810A and for 350kcm
contact wire 650A, making a total ampacity of 1460A (continuous current rating) for the OCS
(based on 75oC conductor temperature, 25oC ambient temperature, wind velocity of 2
feet/second, under sun light).
If the contact wire is 30% worn, its cross-sectional area is reduced to 245kcm and its ampacity
is reduced to 520A. The total OCS ampacity is reduced to 1330A. This is sufficient to support
normal operations, contingency operations and recovery operations. (Ampacity for 245kcm is
not given in reference 5, as it is not a standard size. Using the ampacity of 530A for a 250kcm
contact wire, the ampacity of 245kcm contact is calculated to be 524A. It is rounded down to
520A.)
October 31, 2013

Page 24

3.6.1
Revision: 4
Normal operations
Figure 7. OCS current normal operations
October 31, 2013

Page 25

3.6.2
Revision: 4
Figure 8. OCS current contingency operations
October 31, 2013

Page 26

3.6.3
Revision: 4
Recovery operations
Figure 9. OCS current Recovery operations
October 31, 2013

Page 27
Revision: 4
Appendix A List of Reference Document
The following documents are used as reference.

1. MTA Purple/Red Line Design Criteria Manual; Chapter 04 Light Rail Vehicles, July,
2013.
2. MTA Purple/Red Line Design Criteria Manual; Chapter 16 - Traction Power
Substations, July, 2013.
3. MTA Purple/Red Line Design Criteria Manual; Chapter 3 Operational characteristics
and requirements, July, 2013.
4. 2013.08.01.PE.Preliminary Engineering Drawings-Vol1-00 (Preliminary Engineering
Submission; August 1, 2013)
5. South Wire Copper Product Catalogue Bare Copper Wire and Cable.
6. GEC Red Line Team Meeting Minutes Car Interfaces (to Traction Power Design);
Dated December 7, 2011. With characteristic curves contained in a separate Excel file.
7. Purple Line OCS - Draft preliminary engineering master overlap plan sheets 1-6; not
dated
Purple Line OCS - Draft preliminary engineering auto-tensioned simple catenary;
dated September 28, 2012.
Purple Line OCS - Draft preliminary engineering conductor particulars fixed
termination catenary; dated September 28, 2012.
8. MTA Purple Line: Draft Computer Simulation Analyses - Running Times/Vehicle Braking,
Rev.4; Dated September 17, 2013; DCN 2011.12.22.SU.PE.11.Computer Simulation
Analyses-04.
9. MTA Purple/Red Line Design Criteria Manual; Chapter 15 Signaling, July, 2013.
10. Draft Request for Proposals, Volume II Book 2, Technical Provisions Part 1 Design
Build Requirements : Section 11 - Systems General Requirements, September, 2013.
October 31, 2013

Page 28
Revision: 4
Appendix B List of Simulation Data
5.1 Track Alignment Data

The LRT route has two tracks, labeled Eastbound (EB) and Westbound (WB) (Reference 4).
Details of track alignment, speed limits and train stop scenarios are listed in a separate
document for the train performance simulation (Reference 8).
Station locations are listed in the following table.
Table 7. List of station locations
Station
Code
BEM
CCL
LYT
WOS
SST
SSL
DAD
MAP
LOB
PIB
TLT
RIR
WEC
CAC
EAC
COP
MSQ
RIP
BEA
ANR
NEC
Station Name
Bethesda
Chevy Chase Lake
Lyttonsville
Woodside/16th St
Silver Spring TC
Silver Spring Lib
Dale Drive
Manchester Place
Long Branch
Piney Branch Road
Takoma_Langley TC
Riggs Rd
Adelphi/West Campus
Campus Center
East Campus
College Park Metro
M Square
Riverdale Park
Beacon Heights
Annapolis/Glenridge
New Carrollton
median
location
chainage
102+32
174+41
247+63
302+63
328+75
350+83
380+67
409+85
431+77
453+41
492+96
523+14
596+62
625+87
655+75
703+80
742+98
789+28
838+68
906+13
955+70
median
location ft
from SOL
232
7,441
14,763
20,263
22,875
25,083
28,067
30,985
33,177
35,341
39,296
42,314
49,662
52,587
55,575
60,380
64,298
68,928
73,868
80,613
85,570
median
location
miles from
SOL
0.044
1.409
2.796
3.838
4.332
4.751
5.316
5.868
6.284
6.693
7.442
8.014
9.406
9.960
10.526
11.436
12.178
13.055
13.990
15.268
16.206
Traffic signal and pedestrian crossing locations are listed in the following table.
Table 8. List of traffic signal and pedestrian crossing locations
Station
Code
C01
C02
C03
C04
C05
C06
C07
C08
C09
C10
C11
C12
C13
Station Name
Bonifant St/Dixon
Bonifant St/Georgia
Wayne Ave/Fenton
Wayne Ave/Cedar
Wayne Ave/Dale
Wayne Ave/Mansfield
Wayne Ave/Sligo Crk
Wayne Ave/Mnchester
Wayne Ave/Ply Tnl
Arliss St/Garland
Arliss St /Piney Br
Piney Br Rd/Garland
Piney Br Rd/Barron
location
chainage
337+95
341+45
352+45
362+20
377+45
389+70
397+95
400+45
405+95
426+45
433+45
440+45
444+95
location ft
from SOL
23,795
24,145
25,245
26,220
27,745
28,970
29,795
30,045
30,595
32,645
33,345
34,045
34,495
location
miles from
SOL
4.507
4.573
4.781
4.966
5.255
5.487
5.643
5.690
5.795
6.183
6.315
6.448
6.533
October 31, 2013

Page 29
Revision: 4
Table 8. List of traffic signal and pedestrian crossing locations

Station
Code
C14
C15
C16
C17
C18
C19
C20
C21
C22
C23
C24
C25
C26
C27
C28
C29
C30
C31
C32
C34
C35
C36
C37
C38
C40
C41
C42
C43
C44
C45
C46
C47
C49
C50
C51
C52
C53
C54
C55
C56
C57
C58
Station Name
Piney Br Rd/Univ
Univ/Seek
Univ/Carroll
Univ/Merrimac
Univ/Lebanon
Univ/Langley Plaza
Univ/Tak-Lan TC
Univ/New Hampshire
Univ/TakLan Crossrd
Univ/14th Ave
Univ/15th Ave
Univ/Riggs Road
Univ/Guilford Road
Univ/23rd Ave
Univ/24th Ave (N)
Univ/West Park
Univ/Adelphi
Pres Dr/Campus
Pres Dr/Valley
STOP SIGN Ped 1
STOP SIGN Ped 2
STOP SIGN Ped 3
Campus/Regents
Rossboro/Baltimore
Paint Pkwy/Rossboro
Paint Pkwy/PaintTrl
Paint Pkwy/MFRI
Paint Pkwy/Metro
River Road/Rivertch
River Road/Haig
River/Kenilworth
Kenilwth/Rittenhse
Riverdale/Mustang
Riverdale/64th Ave
Riverdale/On Ramp
Riverdale/Off Ramp
Riverdale/66th Ave
Riverdale/67th Ave
Vets Pkwy/Glenridge
Vets Pkwy/Annapolis
Vets Pkwy/Ellin
Ellin/Hanson Oaks
location
chainage
449+95
459+45
470+95
477+70
484+45
486+95
489+95
494+95
499+70
504+95
516+45
524+95
535+20
548+20
555+20
563+20
593+70
601+95
615+20
626+95
630+20
635+20
640+45
653+20
664+20
673+45
680+45
692+95
732+95
744+45
759+95
772+45
811+95
820+45
825+45
830+20
831+95
836+45
886+70
903+20
921+95
934+95
location ft
from SOL
34,995
35,945
37,095
37,770
38,445
38,695
38,995
39,495
39,970
40,495
41,645
42,495
43,520
44,820
45,520
46,320
49,370
50,195
51,520
52,695
53,020
53,520
54,045
55,320
56,420
57,345
58,045
59,295
63,295
64,445
65,995
67,245
71,195
72,045
72,545
73,020
73,195
73,645
78,670
80,320
82,195
83,495
location
miles from
SOL
6.628
6.808
7.026
7.153
7.281
7.329
7.385
7.480
7.570
7.670
7.887
8.048
8.242
8.489
8.621
8.773
9.350
9.507
9.758
9.980
10.042
10.136
10.236
10.477
10.686
10.861
10.993
11.230
11.988
12.205
12.499
12.736
13.484
13.645
13.740
13.830
13.863
13.948
14.900
15.212
15.567
15.813
October 31, 2013

Page 30
Revision: 4
5.2 Traction Power System Data

5.2.1
OCS Segments
OCS segments are shown in the following figure.
Figure 10. OCS segments
5.2.2
Locations of track cross-bonds
At this stage, the precise locations of track cross-bonds have not been determined. A nominal
spacing of 2000 between cross-bonds is assumed, per Design Criteria Chapter 15 - Signaling
(Reference 9). The following table lists the locations of the cross-bonds relative to substations
based on this assumption. Also listed in the table are the distances between adjacent crossbonds or between cross-bonds and their nearest substations.
October 31, 2013

Page 31
Revision: 4
Table 9. Location of track cross-bonds relative to substations

Distance to
previous
location (ft)
TPS/Bond
Locations
Chainage
Distance to
previous
location (ft)
Z-Bond_12
523+17
1,467
Z-Bond_13
537+83
1,467
2,385
Q10
552+50
1,467
2,386
Z-Bond_14
575+50
2,300
1,822
Q11
598+50
2,300
1,822
Z-Bond_15
618+08
1,958
TPS/Bond
Locations
Chainage
SOL-Bond_00
100+00
Q01
120+29
2,029
Z-Bond_01
144+14
Q02
168+00
Z-Bond_02
186+22
Z-Bond_03
204+44
Q03
222+66
1,822
Z-Bond_16
637+66
1,958
Z-Bond_04
245+12
2,246
Q12
657+25
1,959
Q04
267+59
2,247
Z-Bond_17
675+50
1,825
Z-Bond_05
285+39
1,780
Z-Bond_18
693+75
1,825
Z-Bond_06
303+19
1,780
Q13
712+00
1,825
Q05
321+00
1,781
Z-Bond_19
734+75
2,275
Z-Bond_07
337+66
1,666
Q14
757+50
2,275
Z-Bond_08
354+32
1,666
Z-Bond_20
782+25
2,475
Q06
371+00
1,668
Q15
807+00
2,475
Z-Bond_09
388+71
1,771
Z-Bond_21
828+75
2,175
Z-Bond_09A
406+42
1,771
Q16
850+50
2,175
Q07
424+15
1,773
Z-Bond_22
868+00
1,750
Z-Bond_10
443+07
1,892
Z-Bond_23
885+50
1,750
Q08
462+00
1,893
Q17
903+00
1,750
Z-Bond_11
485+50
2,350
Z-Bond_24
927+50
2,450
Q09
508+50
2,300
Q18
952+00
2,450
EOL-Bond_25
963+14
1,114
As shown in the above table, a total of 26 cross bonds are assumed, including one at each end
of the line: SOL (start of line) and EOL (end of line).
It is further assumed that the distance between two adjacent cross-bonds, or between one
cross-bond and its nearest substation return connection, should not exceed 2500. Based on
this assumption and the distance between adjacent substations, the number of cross-bonds is
determined.
Where there is only one cross-bond between two adjacent substations, the cross-bond is
located at the mid-point within the feeding section.
Where there are two cross-bonds between two adjacent substations, the cross-bonds
are located at and points with the feeding section.
October 31, 2013

Page 32

5.2.3
Revision: 4
Conductor Resistances
Conductor resistances are listed in the following tables.

Table 10. Conductor resistances for 1 messenger // 1 contact wire
R values no wear at given temp
Ohms/mi
Ohms/kft
temp
C for
given
value
messenger
500kcm HD
copper
0.11616
0.02200
20
contact 350kcm
HD copper
0.16099
0.03049
20
OCS=Messenger
// contact wire
0.06747
0.01278
Conductor Type
running rail 115

# steel (1 rail,
AREMA avg R)
0.05390
0.01021
running rail 115

# steel (2 rails//,
AREMA avg R)
0.02695
0.00510
20
Ref
Source
Service
Wire Co.
catalog
calc from
AREMA
chem
comp
Temp coeff
Working temp C
Working temp, no
wear
Working temp, with wear
Working
temp C
Reference
Source
Temp
diff C
Ohms/mi
% wear
(Xsection
area
loss)
0.00377
75
MTA DC
55
0.1402
0%
0.00377
75
MTA DC
55
0.1944
30%
75
MTA DC
60
MTA DC
Temp
coeff
1/C
0.003611
Reference
Source
Reference
Source
0.14000
MTA DC
0.0815
40
0.0617
Ohms/mi
0.27767
0.09307
10%
0.03084
MTA DC
0.06854
0.03427
For segment 5, where 2x1000 kcmil copper cables are used to run in parallel with the contact wire, the resultant OCS resistance is
0.03113 Ohms/mile, in comparison with 0.09307 Ohms/mile for other segments where only 1x500 kcmil messenger or cable is used
in parallel with the contact wire.
5.2.4
Single Line Diagram
Single line diagram for the system is shown in the following figure, including both positive and negative circuits.
October 31, 2013

Page 33
Revision: 4
Figure 11. Single line diagram for the traction power system
October 31, 2013

Page 34

5.2.5
Revision: 3
Voltage Levels
The traction power system voltage levels are listed in the following table (Reference 1).
Table 11. System voltage levels
5.2.6
Maximum sustained supply voltage
900 VDC
Nominal supply voltage
750 VDC
Minimum voltage for full performance
650 VDC
Minimum sustained supply voltage
525 VDC
Regeneration cut-off
900 VDC
Rectifier voltage regulation
The inherent regulation of the rectifier equipment is at 6%. When the ac supply impedance is
added (with minimum short circuit capacity at 100MVA for the ac supply), the total regulation is
at 8.2%. Calculations are detailed in the following table.
Table 12. DC voltage regulation for rectifier
Nominal voltage
No-load voltage
Voltage drop
% regulation
Rectifier rating
Rectifier full load current
Rectifier transformer rating
Supply voltage (no-load, line-line)
Supply voltage (no-load, phase)
Minimum supply short circuit capacity at TPSS
Supply short circuit current (phase)
Rectifier full load current at supply voltage (phase)
AC supply voltage regulation
Total dc voltage regulation
DC voltage drop total
DC voltage at full load current
Equivalent DC resistance of converter & supply
5.2.7
750
795
45
6%
2000
2667
2200
13200
7621
100
4374
96
2.2%
8.2%
60.25
734.75
0.0226
Vnom
Vdo
Vdc
Based on Vnom
kW
Amp
kVA
Vac (line-line)
Vac (line-neutral)
MVA
Amp, ac RMS
Amp, ac RMS
Based on Vnom
Vdc
Vdc
Ohms
Feeder cables and track cross-bonds
Substation feeder cables are assumed to be of 2x1000 kcm copper for each feeder circuit, with
300 length from dc bus to the OCS connection. The lump resistance for each feeder circuit is
1.65 milli-Ohms.
Each negative feeder circuit is assumed to be of 4x1000kcm copper. With 300 from the dc
negative bus to the track connection, the lump resistance for each circuit is 0.825 milli-Ohms.
For substation Q07, the length of the feeder cables is assumed to be 640, due to the distance
between the substation location and the sectionalization gaps. The resultant feeder resistances
are 3.52 milli-Ohms for each positive feeder circuit and 1.76 milli-Ohms for each negative feeder
circuit.
October 31, 2013

Page 35
Revision: 3
For track cross-bonds at each location, 2x1000 kcmil copper cables are assumed, with a
maximum length of 100. The resultant circuit resistance is 0.55 milli-Ohms.
5.3 Vehicle Data

5.3.1
Vehicle Weight
The vehicle used for simulation is based on the 95 feet car. The vehicle and passenger weights
are listed in the following table (Reference 1).
Table 13. Vehicle Assigned Weights
Assigned
Weight
for 1-car
for 2-cars
Weight
Class
Load details
lb
kg
lb
kg
(Ready to
run)
AW0
Maximum empty
operating weight lb
105,500
47,897
211,000
95,794
(Seated
load)
AW1
AW0 weight plus seated

load of 72 passengers
and one operator
116,742
53,001
233,484
106,002
AW2
AW1 load plus 106

standees at 2.7 ft2 of
suitable standing space
per standee
133,066
60,412
266,132
120,824
141,228
64,118
282,456
128,235
149,390
67,823
298,780
135,646
(Design
load)
(Crush load)
AW3
(Structural
design)
AW4
AW1 load plus 159

per standee
AW1 load plus 212
per standee
Note - From Reference 1.
It is assumed that the vehicles rotational weight is 10% of AW0 weight.

AW3 weight is used in simulation for normal operation and contingency operation; AW4 weight
is used for recovery operation.
5.3.2
Power conversion efficiency
Power conversion efficiency is at 0.85 for both auxiliary power converter and propulsion unit
(Ref.6).
5.3.3
Auxiliary Load
The onboard auxiliary load is assumed to be 80kW per car on the pantograph side (Ref.1).
5.3.4
Maximum Acceleration Rate, Braking Rate and Jerk Rate
The maximum acceleration rate is 3.0 mph/s. The maximum Braking rate is 3.0 mph/s. The jerk
rate limit is 1.5 mph/s/s.
October 31, 2013
Page 36

5.3.5
Revision: 3
Maximum Operating Speed
The maximum operating speed is 55 mph [89 km/hr].

5.3.6
Vehicle Characteristic Curves
The following figures show the vehicle characteristic curves that accompany Reference 1.
Figure 12. Vehicle tractive effort curve
In the traction power system load flow study, regenerative braking power is utilized only for
onboard auxiliary loads. This produces the worst case power demand and energy consumption.
The maximum line draw per vehicle is 1650 amperes, including both propulsion and auxiliary
loads.
October 31, 2013

Page 37

Purple Line Traction Power Study Report-Rev4

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TRACTION POWER SYSTEM

Traction Power System Simulation Report

Initial Issue for PMC Review

Revised per PMC review comments dated 3/7/12.

Changed report title to Preliminary Report; Misc minor

Add recovery operation with one track at AW4 load at 3

Change Log and Comments

Description of Change/Question Answered

Added descriptions on how the 18 substations were

Added OCS conductor allowable ampacity for

Misc minor editorial changes

October 31, 2013

Traction Power System Simulation Report

Executive Summary .......................................................................................................... 5

Basic requirements .......................................................................................................................................5

Simulation Results ...........................................................................................................11

Substation power demands (average kW) .................................................................................................11

Rectifier load current (RMS amps)/ rating ratios .......................................................................................12

Substation feeder current (RMS amps) ......................................................................................................13

Appendix A List of Reference Document ....................................................................28

Traction Power System Simulation Report

Appendix B List of Simulation Data .............................................................................29

Track Alignment Data ................................................................................................................................29

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Traction Power System Simulation Report

FIGURE 1. TRAIN VOLTAGE PLOT NORMAL OPERATIONS.......................................................................................17

TABLE 1. LIST OF SUBSTATIONS ....................................................................................................................................6

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Traction Power System Simulation Report

1.2 Basic requirements

Under contingency operation (substation outage for single-rectifier substations; or rectifier

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Traction Power System Simulation Report

1.3 List of substations

1.4 Summary of findings

The system meets the requirements for train voltages

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Traction Power System Simulation Report

Maximum rail potential

The system meets the requirements for rail potential limit

Ratios of rectifier load RMS current/rating

The system meets the requirements for rectifier load/rating ratios

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Traction Power System Simulation Report

2.1 Main parameters

Substation rectifier units

Train consists and operational headway

Traction Power System Simulation Report

October 31, 2013

Traction Power System Simulation Report

Contingency conditions are defined as follows:

WB train is dispatched at the same time as EB train (0 minute offset)

WB train is dispatched 1 minutes later than EB train (1 minute offset)

WB train is dispatched 2 minutes later than EB train (2 minute offset)

October 31, 2013

Traction Power System Simulation Report

3.1 Substation power demands (average kW)

Note - Highlighted cells indicate substations in contingency operation

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Traction Power System Simulation Report

3.2 Rectifier load current (RMS amps)/ rating ratios

October 31, 2013

Traction Power System Simulation Report