Simulation Study

DETAILED DESIGN CONSULTANCY SERVICES FOR
POWER SUPPLY & DISTRIBUTION SYSTEM, 750 V DC

THIRD RAIL TRACTION ELECTRIFICATIONSYSTEM,
AND SCADA SYSTEM FOR KOCHI METRO PHASE -I
PROJECT.
TRACTION SIMULATION SIZING STUDY

Aluva-Petta Line
REVISION 0
NAME
DATE
PREPARED
BY
Mireia Mas Bundio
20/01/2014
CHECKED BY
Javier Martnez Salas
20/01/2014
VERIFIED BY
Emilio Domnguez
20/01/2014
SIGNATURE
CONTENTS
1. OBJECTIVE ............................................................................................................................ 4
2. DESCRIPTION OF RAILPOWER SOFTWARE TOOL .......................................................... 4
2.1. Program input data ........................................................................................................... 5
2.1.1.
2.1.2.
2.1.3.
2.1.4.
Route Parameters ...................................................................................................... 5

Rolling Stock .............................................................................................................. 5
Electrification Parameters .......................................................................................... 6
Operating Parameters ................................................................................................ 6
2.2. Methodology of calculation............................................................................................... 7

2.3. Results of the program ..................................................................................................... 8
2.4. Main References .............................................................................................................. 8
3. DESIGN CRITERIA FOR THE STUDY OF ALWAYE-PETTA LINE OF KOCHI
METRO ................................................................................................................................. 10
3.1. Alignment and route parameters .................................................................................... 10
3.2. Design criteria for rolling stock ....................................................................................... 11
3.3. Design criteria for electrification ..................................................................................... 12
3.4. Operational design criteria ............................................................................................. 14
4. TRAIN RUNNING SIMULATIONS. DYNAMIC RESULTS ................................................... 15
5. ELECTRICAL SIMULATIONS .............................................................................................. 16
5.1. Electrical simulations for 180 seconds headway scenario ............................................. 17
5.1.1. Normal Operation ..................................................................................................... 17
5.1.2. Failure of one Substation ......................................................................................... 19
5.1.3. Results Summary ..................................................................................................... 21
5.2. Electrical simulations for 90 seconds headway scenario ............................................... 26
5.2.1. Normal Operation ..................................................................................................... 26
5.2.2. Failure of one Substation ......................................................................................... 28
5.2.3. Results Summary ..................................................................................................... 30
5.3. Electrical simulations for 300 seconds headway scenario ............................................. 33
5.4. Sizing the Depot rectifier-transformer ............................................................................ 33
5.5. DC Cables Current ......................................................................................................... 34
5.5.1.
5.5.2.
5.5.3.
5.5.4.
Current given by Electrical Simulation ..................................................................... 34

Sizing of DC cables for permanent current .............................................................. 36
Sizing of DC cables for permanent current .............................................................. 38
Short circuit criteria .................................................................................................. 40
5.6. Rail Potential calculation ................................................................................................ 41

5.6.1. Mathematical Model ................................................................................................. 41
5.6.2. Rail Potential for current given by Electrical simulation ........................................... 46
5.6.1. Short circuit criteria .................................................................................................. 49
6. CONCLUSIONS .................................................................................................................... 51
Alwaye- Petta Line. Report of Power Supply Arrangement.
ANNEX I: INPUT DATA OF THE STUDY

ANNEX II: GRAPHICS OF DYNAMIC RESULTS
ANNEX III: GRAPHICS OF ELECTRICAL RESULTS
ANNEX IV DC CABLES CALCULATIONS
1. OBJECTIVE
This report presents a power consumption assessment for Delhi Metro Rail Corporation
Aluva-Petta Line of Kochi Metro, based on simulations run by the RailPower software.
This software tool has been developed by ArdanuyIngeniera S.A. as part of its R&D
program.
The main results provided by the simulations carried out are related to:
-
Dynamic simulations: running time, average speed and energy consumption for
each type of simulated rolling stock.
Power consumption in each traction substation for the different cases (normal
operation and failures of substations).
Voltage in train current collector shoe: Average along the line and average for
each type of train simulated.
2. DESCRIPTION OF RAILPOWER SOFTWARE TOOL

ArdanuyIngeniera S.A. has developed as part of its R+D investment programme a
complete IT tool, RailPower, which allows for electrical consumption and dimensioning
studies on railway lines supplied by alternating current based on the simulation of real
operational conditions.
The results obtained ease decision making in terms of the correct line electrification:
location and power of the substations, characteristics of the overhead contact line,
maximum line capacity, etc., all of which contribute towards the optimisation of costs
and a determination of the limits of the operational conditions, making it possible to be
one step ahead in the event of a critical situation.
RailPower was developed for a Windows environment, facilitating its use and
management of the results. This fact, in addition to its modular composition, makes it
possible for the program to be available for studies or the specific needs of any given
operation.
After program execution, the main results returned that are relevant to this study are:
-
Train circulation simulation (running time, average speed, average power,

energy consumption and at each point in time: position, speed, acceleration,
traction force, power, current and voltage in current collector shoe on each
train).
-
Average power demand of the traction substations for the line and power and
current demand at each time.
Voltage in train current collector shoe along the line (average, maximum and
minimum values).
2.1. Program input data

RailPower carries out an accurate simulation of real operating conditions, taking into
account the following main factors which affect train consumption: substation location,
type of third rail, characteristics of the route and rolling stock, planned train graphs,
operational parameters and other factors. Theinput data which the program employs
can be separated into the following categories:
-
Alignment Parameters
Rolling Stock Parameters
Electrification Elements / Parameters
Operation Parameters
2.1.1.
Route Parameters
The characteristics of the route are introduced, dividing it into homogeneous stretches,
with the same values for all the parameters taken into account.
Each stretch could be tens of metres or several kilometres long. For each one, the
most important parameter will be the slope, also including the curve radius and cant,
the presence of a tunnel and its influence on resistance. The location of stations will
also be introduced, and these will be marked within the route as homogenous sections.
2.1.2.
Rolling Stock
RailPower allows the definition and use of any type of train. To do so, it is necessary to
specify the characteristics of the Rolling Stock, motor cars, trailer and the overall
composition. Among the data to be introduced is the weight, traction and braking
systems, nominal power, etc. The characteristic curves of the Rolling Stock and the
train as a whole can be introduced directly or calculated by taking the main parameters
as a starting point.
The characteristic curves taken into account by RailPower are:

-
Resistance to forward motion / speed
Maximum traction force / speed
Maximum braking motor force / speed
Service deceleration
Mechanical electrical performance
From these curves, the speed, acceleration, traction or braking effort and
traction/braking power (or traction current) are calculated for each point of the line.
2.1.3.
Electrification Parameters
For the electrification calculations, the program uses the following as entry data:
-
Nominal voltage supply on the line
Power of the substation transformers
Position (Kilometre point) of the substations and neutral zones
Parallel placed third rail
Impedance characteristics of the third rail and running rail
2.1.4.
Operating Parameters
RailPower simulates the circulation of trains imposing the requirements that must be
fulfilled. In particular, the program checks that the distance between trains is greater
than that dictated by safety considerations, forcing the train behind to brake if this
distance is reduced (keeping a minimum distance between consecutive trains).
It is possible to define as many different circulation graphs as necessary. The graphs
under study are introduced establishing the sequence in which the trains run during the
desired interval. There are several elements that must be specified for each train: the
time when it starts moving, initial speed, the priority with respect to other trains, the
stations and halts where each train should make a stop and the dwell time in each
case.
2.2. Methodology of calculation

RailPower carries out the calculations using a real simulation of the operating
conditions, taking into account the necessary parameters. The calculations are made
by grouping the train running time into brief intervals. The calculations for each span
are derived from the results obtained by numerical integration of the equations
(Newtons laws of motion) employed by the program in the estimation of the previous
period of time.
Both the accuracy of the results obtained using these equations and integration
methods, which previous clients have successfully compared with reality, and the
possibility of decreasing the calculation interval time allow the user to achieve very
precise results.
Once the rolling stock and track characteristics have been introduced, the program
calculates the speed and acceleration/deceleration that must be imposed on the train
at each point in time, thus obtaining the traction/braking force required by the train.
With the necessary traction or braking force, it is possible to obtain the power
consumed by each train at each moment and point on the line as well as the trains
acceleration and speed. The maximum and average consumptions are also calculated
for each part of the line and in the complete trajectory being studied. Energy recovery
by braking systems shall be taken into account. The current collector shoe voltage in
each train at each moment in time and at every point on the line is also obtained.
With these results, the power required for the given running train graph is obtained.
The same calculations made for other running conditions determine the ideal positions
and power specifications of the traction substations.
Taking into account the voltage in traction substations, the characteristic impedance of
the third rail and running rail and the position of the trains at every moment, the voltage
in current collector shoe for each train is calculated, and added to the voltage produced
by the other trains on the line.
Finally, a power (and current) estimation is supplied by the substation transformers at
each point, checking if their power is sufficient to supply the trains on the planned train
circulation graph.
2.3. Results of the program

The results of all the calculations may be seen on the screen as a table or in colourgraphical form for their interpretation and analysis. The program supplies
instantaneous and global values for the factors that influence consumption on the line.
The following results should be emphasised:
-
Total and partial running times and energy consumption, speed, traction and
acceleration at each point of the line of every train in the study.
Position and consumption at each moment of the trains in the circulation graph.
In the circulation graph simulations studied, the program considers the
interactions between trains, and is able to evaluate the real situation with
respect to the ideal one.
Energy regeneration using the braking system.
Power consumed on each point of the line for each train circulation graph.
Voltage in the current collector shoe of trains at each moment and position.
Instantaneous and average power demanded from transformer of traction

substations in normal operation and failure cases.
Instantaneous and average power for each transformer substation for the
different distributions and railway traffic in the study.
Traction substation feeder current intensity values.
2.4. Main References
RAILWAY LINE
LENGTH
STATIONS
(KM)
MEKNES - FES LINE

MOROCCO
68 km
MEDINA CAMPO SALAMANCA FUENTES OORO

SPAIN
200 km
ELECTR.
SYSTEM
6 3000 V DC
16
1x25 kV AC
2x25 kV AC
RAILWAY
ADMIN.
CLIENT
ONCF
MOROCCO
ONCF
MINISTERIO DE
FOMENTO
SPAIN
MINISTERIO
DE FOMENTO
RAILWAY LINE
LENGTH
STATIONS
(KM)
ELECTR.
SYSTEM
RAILWAY
ADMIN.
CLIENT
GAUTRAIN RAPID
LINK
SOUTH AFRICA
80 km
11 3000 V DC
GAUTENG
SOUTH AFRICA
DRAGADOS
ACS
TENERIFE TRAMWAY
SPAIN
12.5 km
21 750 V DC
METRO
TENERIFE
SPAIN
EFACEC
LINE B1. METRO

DUBLIN
IRELAND
7.5 km
12 750 V DC
METRO DUBLIN
IRELAND
EFACEC
SISTEMAS DE
ELECTRONICA
TRANSPORTS
ALSTOM
METROPOLITAN
TRANSPORTE,
BARCELONA
S.A.
SPAIN
LINE 5 TMB.
BARCELONA
SPAIN
18 km
26 1500 V DC
METRO PORTO
PORTUGAL
6 km
9 750 V DC
LINE VALLES. FGC

SPAIN
58 km
41 1500 V DC
HS LINE.
CAIA POCEIRAO
PORTUGAL
201 km
2 1x25 kV AC
CR3. GEBZE HALKALI COMMUTER

RAIL UPGRADING
TURKEY
77 km
HASSI MEFSOUKH MOSTAGANEM

RAILWAY LINE
ALGERIA
VILNIUS - BELARUS
BORDER. RAILWAY
CORRIDOR IX.
LITHUANIA
METRO PORTO
PORTUGAL
INTECSA II
INGENIERIA
FGC.
SPAIN
GISA - S.A.U.
ELOS
PORTUGAL
TYPSA
40 1x25 kV AC
DLH
TURKEY
OHL
53 km
6 1x25 kV AC
ANESRIF
ALGERIA
ANESRIF
57 km
11 1x25 kV AC
LITHUANIAN
RAILWAYS (LG)
LITHUANIAN
RAILWAYS
RAILWAY LINE
RAILWAY LINE.
SOUTH TENERIFE
SPAIN
LINE 2 BADLI - HUDA

CITY CENTRE. DELHI
METRO
INDIA
LENGTH
STATIONS
(KM)
80 km
49 km
ELECTR.
SYSTEM
1x25 kV AC
8 2x25 kV AC
3000 V DC
37 1x25 kV AC
RAILWAY
ADMIN.
CLIENT
METRO
TENERIFE
SPAIN
METRO
TENERIFE
DELHI METRO
RAIL
CORPORATION
INDIA
DMRC
3. DESIGN CRITERIA FOR THE STUDY OF ALWAYE-PETTA LINE OF KOCHI

METRO
In the following section the main input data and assumptions used to carry out the
simulations for the power consumption assessment on Kochi Metros Alwaye-PettaLine
of DMRC are presented.
3.1. Alignment and route parameters
The main alignment characteristics of the Aluva-PettaLine are:
-
22 stations
Platform length of stations: 81meters except three stations (JNL, Ernakulam

South& Vytilla) of 98 meters
25 km in length.
Maximum gradient on the line: 2.127 %.
Maximum height of the line is at K.P. 6+710 (near Kalamasseri station), around
2meters above initial point of the Line.
Minimum height of the line is in K.P. 17+606 (betweenM.G. Road and Maharaja
College), around 16meters below initial point of the Line.
Curves speed limits based on:
10
ANNEX I. INPUT DATA OF THE STUDY: ALIGNMENT CHARACTERISTICS includes

a list of values given to the program to characterize the Alwaye-Petta Line route.
3.2. Design criteria for rolling stock
Main characteristics of Rolling Stock are shown in ANNEX I. INPUT DATA OF THE
STUDY. CHARACTERISTICS OF ROLLING STOCK.
The train will be simulated with a composition of 3 coaches (DMC-TC-DMC). Trains will
be considered fully loaded.
According to the communications held by DMRC and Ardanuy, the following general
criteria have been established:
-
It is assumed that up to 75% of the power generated by train braking is able to

be regenerated in electrical power by the motors of the train.The electric
braking performance will be matched to the table of voltages shows in the
chapter 3.3.
Braking force will be supplied by the train motor brakes until the maximum
engine brake force for each speed is reached. If more braking force is
11
necessary than the motor is able to generate, it will be provided by breaking

resistors or pneumatic brake.
-
By default, a train power factor value of 1 is considered.
3.3. Design criteria for electrification

The main requirements and assumptions taken into account to define elements of the
electrification system are described below:
-
Nominal voltage supply on the line 750 V. 825 V has been considered as output
voltage on the substations.
Nominal Voltage
750 V
Minimumvoltageforguaranteedperformance
725 V
Minimumvoltagefordegradedperformance
525 V
Cut-offvoltagefortraction(0A)
900 V
Maximumvoltageforregenerativebraking(0A)
1000 V
Minimumvoltageforfullelectricbrakingperformance
825 V
Minimum voltage for regenerative braking (0A)
675 V
Maximum traction current at 725V (=Imax):
2,959 A
Calculated with maximum train power considering 224 kN TE-Speed 30 Kph for 8 motors, 87%
efficiency
There are 12 traction substations feeding the line in normal operation. The
location of these substations are:
TRACTION SUBSTATIONS
CHAINAGE
ALUVA
0+118
PULINCHODU
1+779
MUTTOM
4+728
KALAMASSERY
6+771
PATHADI PALAM
9+426
CHAMCAMPUZHA PARK
12+076
JLN STADIUM
14+212
M.G. ROAD
16+910
12
CHAINAGE
ERKANULAM SOUTH
19+267
ELAMKULAM
21+298
THAIKOODAM
23+738
PETTA
24+892
An internal impedance of TSS transformers of4 mis considered.
Cable Impedance (taking into account cable lengths) from TSS to connection
point will be considered adding it to the internal impedance of the transformers
(series connection).Impedance of 54 m/Km, 100 m length of each cable and 6
parallel cables per line feeder are considered for the simulation.
The following scheme shows the sections fed by each substation.
0+118
ALUVA
TSS
1+779
PULINCHODU
TSS
14+212
JLN STADIUM
TSS
4+728
MUTTOM
TSS
16+910
M.G. ROAD
TSS
6+771
KALAMASSERY
TSS
19+267
ERKANULAM
SOUTH
TSS
9+426
PATHADI
PALAM
TSS
21+298
ELAMKULAM
TSS
12+076
CHAMCAM
PUZHA
PARK TSS
23+738
THAIKOODAM
TSS
24+892
PETTA
TSS
Rail composition (section and material of conductors) considered is defined as:

o
Third rail is considered with a typical impedance value of 0.007

ohms/km.
Rail UIC-60 is considered implying a cross section of 7,697 mm2 of

steel (equivalent to Cu 1,300 mm2).
13
3.4. Operational design criteria

The main assumptions taken into account to define the operational design criteria of
the system are described below:
-
Headways of 90,180 and 300 seconds will be simulated.
Train loads will be 320 people per coach: 960 people per train (8
passengers/m2 have been considered for simulations)
Dwell time at stations will be:

Standard dwell Time
[seconds]
Variation(+/-)
[seconds]
170*
PULINCHODU
30
COMPANYPADY
30
AMBATUKARU
30
MUTTOM
30
KALAMSSAREY
30
CUSAT
30
PATHADI PALAM
30
EDAPALLY JUNCTION
30
CHAGAMPUZHA PARK
30
PALARIVATTOM
30
J L NEHRU STADIUM
30
KALOOR
30
LISSI
30
M.G. ROAD
30
MAHARAJA COLLEGE
30
ERNAKULAM SOUTH STATION
30
KADAVANTHRA STATION
30
ELAMKULAM
30
VYTILLA
30
THAIKOODAM
30
170*
NAME OF PASSENGER STATION

ALUVA
PETTA
*Time of turnaround at terminal stations has been assumed to be 110 sec +

2x30 sec dwell time. For this time the auxiliary load of the train has been
considered in simulation.
14
Service acceleration on the line will be 1 m/sec2
Service deceleration on the line will be -1.1 m/ sec2. Motor braking will be used
from 5 km/h.
Maximum speed limit along the line: 90 km/h
Maximum operational speed: 80 km/h
4. TRAIN RUNNING SIMULATIONS. DYNAMIC RESULTS

What follows are the results obtained by RailPower simulations as per the Tender
Document scope of work and issues addressed as requested by DMRC. Simulations
have been carried out for compositions of 3 (DMC-TC-DMC) coaches, giving the
following values:
-
running time
average speed
energy consumption per direction (kWh) and as a ratio kWh/GTKm.
With respect to driving, trains reach maximum speed (80 km/h, maximum operational
speed) and maintain it until close to the following station, when trains start to brake with
service deceleration.
Dynamic results for the present scenario are shown in the following table:
SERVICE
ALUVA
PETTA
PETTA
ALUVA
TOTAL
RUNNING
LENGTH
TIME
(km)
(hh: mm:
ss)
AVG.
SPEED
(Km/h)
NET
ENERGY
RATIO
TRACT.
AUX.
REGEN.
NET
Kwh/
ENERGY ENERGY ENERGY ENERGY
(1000*GTKm)
ENERGY CONSUMPTION (Kwh)
24,839
0:40:33
36.75
311.02
135.23
113.86
332.38
80.85
24,839
0:40:25
36.87
325.11
134.78
112.,57
347.32
84.48
49,678
1:20:58
36.81
636
270.01
226
680
82.67
Graphics of these simulations can be seen in the ANNEX II. GRAPHICS OF DYNAMIC
RESULTS. The x axis shows the position of the train in km along the line. For each
chainage, the speed profile is represented. This is represented in kph. In this graph one
can observe at which chainage the train reaches maximum speed and when it has
stopped in a station, with a speed value of 0 Km/h.
15
5. ELECTRICAL SIMULATIONS
Simulation of scenario with normal operation of Traction Substations has been realized.
The following input data related to length of the line, rolling stock and electrification
system have been taken into account from present scenario:
-
Total Trip: Aluva - Petta, 24.839 km, 22 stations.
Rolling Stock with 3 coach compositions, and fully loaded.
Auxiliary Power Consumption of trains (according to values provided by

DMRC): 200 kW
Normal Operation (12Traction Substations working).
Voltages in the train current collector shoes have been calculated considering Normal
Operation of electrification system (12 Traction Substations working at same time).
For this calculation the following has been taken into account:
-
Value of lump impedance of the third rail
750 V DC feeding cable impedance
Exit voltage at the electrical traction substations
Exit current at the substations
Current consumed by each train, which will correspond to the results of the
simulations
Location of the substations
0+118
ALUVA
TSS
1+779
PULINCHODU
TSS
14+212
JLN STADIUM
TSS
4+728
MUTTOM
TSS
16+910
M.G. ROAD
TSS
6+771
KALAMASSERY
TSS
19+267
ERKANULAM
SOUTH
TSS
9+426
PATHADI
PALAM
TSS
21+298
ELAMKULAM
TSS
12+076
CHAMCAM
PUZHA
PARK TSS
23+738
THAIKOODAM
TSS
24+892
PETTA
TSS
16
5.1. Electrical simulations for 180 seconds headway scenario

5.1.1.
Normal Operation
With the conditions of normal operation described previously: 12 substations feeding

the line.
The following table summarises the power consumptions per traction substation (RMS
for integration interval of 1minute and RMS for integration interval of 1 hour) for 180
seconds headway scenario.
RMS 1min
RMS1hour
ALUVA
1,265
802
PULINCHODU
2,150
1,610
MUTTOM
2,170
1,681
KALAMASSERY
2,182
1,588
PATHADI PALAM
2,108
1,698
CHAMCAMPUZHA PARK
2,230
1,643
JLN STADIUM
2,229
1,847
M.G. ROAD
2,654
2,114
ERKANULAM SOUTH
2,129
1,759
ELAMKULAM
1,982
1,542
THAIKOODAM
1,598
1,314
PETTA
1,010
695
The following table presents energy summary results for proposed 180 seconds
headway train graph:
Energy
Demanded Energy by trains:
Regenerated Energy by trains:
16.962 KWh
3.294 KWh
17
Energy
Energy supplied by Substations:
14.614 KWh
Total Energy supplied (TSS+braking)
17.465 kWh
Wasted Braking Energy (TSS):
443 KWh
Losses in the third rail
502 kWh
Percentage of net traction energy coming from braking of other trains will be around
17% of total demanded traction energy.
Percentage of wasted braking energy with respect to total braking energy will be
around 13%.
The voltages presented below are the maximum and minimum that can be produced
on the current collector shoe with the foreseeable circulation graph (headway of 180
seconds).
VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE
MIN
MAX
AVG
DIRECTION
(V)
(V)
(V)
ALUVA PETTA
763
849
814
PETTA ALUVA
762
850
814
For normal operation, minimum voltage in the line is 762 V, above the minimum voltage
threshold established for guaranteed performance in the standard EN 50163 Railway
applications - Supply voltages of traction systems, for DC traction systems (Umin1 =
525 V).This additionally guarantees the725 V established by DMRC in normal
operation performance.
In ANNEX III. GRAPHICS OF ELECTRICAL RESULTS, graphs with the average,
minimum and maximum voltage calculated taking into account all the trains running
along the line are presented.
18
5.1.2.
Failure of one Substation
The following table summarises the power consumptions (RMS for integration interval
of 1 minute and RMS for integration interval of 1 hour) for 180 seconds headway
scenario and for emergency operating modes (failure of adjacent substation).
ALUVA
RMS 1min
RMS1hour
Failure Case
2,429
1,812 Pulinchodu Failure
3,151
2,381 Aluva Failure
2,770
2,254 Muttom Failure
2,762
2,621
2,298 Kalamassery Failure
2,808
2,849
2,291 PathadiPalam Failure
2,609
2,617
2,255 Chamgampuzha Park Failure
2,799
3,263
2,552 JLN Stadium Failure
3,167
2,617 Chamcampuzha Park Failure
3,438
2,847 M.G. RoadFailure
3,524
3,319
2,684 Erkanulam South Failure
3,248
2,682 MG Road Failure
2,824
2,460 Elamkulam Failure
2,841
2,340
1,897 Thaikoodam Failure
2,130
2,225
1,928 Petta Failure
1,752
PULINCHODU
MUTTOM
KALAMASSERY
PATHADI PALAM
CHAMCAMPUZHA PARK
JLN STADIUM
M.G. ROAD
ERKANULAM SOUTH
ELAMKULAM
THAIKOODAM
PETTA
19
The following table summarises the minimum voltages that can be produced on the
current collector shoe with the foreseeable circulation graph (headway of 180 seconds)
and in case of one substation failure.
Case
Direction
Aluva - Petta
Petta - Aluva
ALUVA TSS Failure
682 V
757 V
PULINCHODU TSS Failure
704 V
707 V
MUTTOM TSS Failure
686 V
697 V
KALAMASSERY TSS Failure
715 V
701 V
PATHADI PALAM TSS Failure
692 V
685 V
CHAMCAMPUZHA PARK TSS Failure
700 V
685 V
JLN STADIUM TSS Failure
662 V
696 V
M.G. ROAD TSS Failure
659 V
619 V
ERKANULAM SOUTH TSS Failure
684 V
696 V
ELAMKULAM TSS Failure
696 V
715 V
THAIKOODAM TSS Failure
750 V
742 V
PETTA TSS Failure
742 V
734 V
Minimum voltage in all cases are above the Minimum voltage threshold established for
guaranteed performance in the standard EN 50163 Railway applications - Supply
voltages of traction systems, for DC traction systems (Umin1 = 525 V).
20
5.1.3.
Results Summary
The results of the power consumption in traction substations for normal operation and
failure cases described for 180 seconds of headway scenario are summarised below.
The overload conditions that each transformer should comply with, according to
IEC60146-1-1:2010 and EN 50328:2003 standards, are the following (for Duty Class VI
Transformer for main line railways):
-
100% of nominal continuous power.
Overloads above 150% of nominal power for 2 hours.
Overloads above 300% of nominal power for 1 minute.
Due to maintenance, flexibility and associated costs, it is convenient to install the same
type of transformers in substations.
RMS Power 1 hour and 1 minute have been calculated to design the nominal power of
the traction transformers.
In normal operation, the highest RMS 1 hour and 1 minute power consumption is for
M.G. Road Substation with values of 2,114 kW and 2,654 kW. These powers
correspond respectively to the overloads of 150% and 300% compared to the rated
power of the rectifier to select.
To calculate the continuous mode (100% of nominal continuous power), we consider
the consumption for 6 hours (peak-hours for a 24 h-day) with 100% RMS 1 hour, and
10 hours (normal-hours for a 24h-day) with 70% RMS 1 hour:we obtain a value of
1,718 kW supplied by the rectifier.
In case of failure of one substation the highest RMS 1 hour, 1 minute and daily
weighted average power consumption is for M.G. Road Substation in case of JLN
Stadium substation failure with values of 2,898 kW and 3,524 kW.These powers
correspond respectivelyto the overloads of 150% and 300% compared to the rated
power of the rectifier to select.
To calculate the continuous mode (100% of nominal continuous power), we consider
the consumption for 6 hours (peak-hours for a 24 h-day) with 100% RMS 1 hour, and
10 hours (normal-hours for a 24h-day) with 70% RMS 1 hour:we obtain a value of
2,355 kW supplied by the rectifier.
21
According to the standard EN 50328 (Chapter 3.7.3), for a 12-pulse converter in

parallel connection an asymmetrical load sharing between the two three-phase bridge
of up to 5% rated current shall be considered as normal condition.Also the rectifier
losses must be considered in the losses in the calculation of the rectifiers power (<4
kW). A coefficient of 0.95 is selected to calculate the power of rectifier:
Failure of JNL Stadium substation:
2,355
= 2,479 KW
0.95
Therefore a 2,500 KW rated power rectifier is selected.

According to the standard EN 50328, fora rectifier pulse number higher than 6, the
difference between the total power factor and the displacement factor cos
is small.
Also the transformer losses must be considered in the losses when calculating
transformer power (<30 kW). A coefficient of 0.97 is selected.
Failure of JNL Stadium substation:
2,479
= 2,555 KVA
0.97
Therefore a 2,600 KVA rated power Transformer is selected.

According to the duty cycle selected (Class VI), the transformers continuous thermal
capacity for three hours (continuous period of peak-hours) can be calculated by an
equivalent RMS value, which represents a conservative and proven adiabatic
approximation by thermal I2*t values.
= 3,562 kVA
The simulation results for 3 hour RMS is 2,898 KW, and using the coefficients 0.95 and
0.97 mentioned before, the result is 3,145 KVA.
This means that the worst case long term load for 3 hours of 3,145 KVA will safely
remain within the thermal limit.
22
Therefore we propose the installation of:

10 substations with 750 Vcc rectifiers of 2x2,500 kWand transformers of
2x2,600 kVA
2 substation with750 Vcc rectifiers of 1x2,500 kWand transformers of 1x2,600
kVA(in the Stations ofAluva and Petta)
For all substations, the proposed nominal power of the transformers complies with the
duty cycle selected of overload above 300% for less than 60 seconds and overload
above 150% for 2 hours and 100% of continuous power.
In addition the minimum voltage on the line is above the Minimum voltage threshold
established for guaranteed performance in the standard EN 50163 Railway
525 V) in all cases simulated.
23
SIMULATED VALUES OF POWER CONSUMPTION IN TTS FOR 180 HEADWAY SCENARIO

TRACTION
NORMAL OPERATION
FAILURE CASES
SUBSTATIONS
RMS 1 min
RMS 1 hour
ALUVA
1,265
802
PULINCHODU
2,150
1,610
MUTTOM
KALAMASSERY
PATHADI PALAM
2,170
RMS 1 hour
FAILURE OF
2,429
1,812
PULINCHODU TSS
3,151
2,381
ALUVA TSS
2,770
2,254
MUTTOM TSS
2,762
2,224
PULINCHODU TSS
2,621
2,298
KALAMASSERY TSS
2,808
2,302
MUTTOM TSS
2,849
2,291
PATHADI PALAM TSS
2,609
2,229
KALAMASSERY TSS
2,617
2,255
CHAMCAMPUZHA PARK TSS
2,799
2,297
PATHADI PALAM TSS
3,263
2,552
JLN STADIUM TSS
3,167
2,617
3,438
2,847
M.G. ROAD TSS
1,681
2,182
1,588
2,108
1,698
CHAMCAMPUZHA PARK
2,230
1,643
JLN STADIUM
2,229
RMS 1 min
1,847
24

TRACTION
NORMAL OPERATION
FAILURE CASES
SUBSTATIONS
RMS 1 min
M.G. ROAD
ERKANULAM SOUTH
ELAMKULAM
THAIKOODAM
PETTA
RMS 1 hour
2,654
RMS 1 min
RMS 1 hour
FAILURE OF
3,524
2,898
JLN STADIUM TSS
3,319
2,684
ERKANULAM SOUTH TSS
3,248
2,682
PHARMACY TSS
2,824
2,460
ELAMKULAM TSS
2,841
2,367
ERKANULAM SOUTH TSS
2,340
1,897
THAIKOODAM TSS
2,130
1,946
ELAMKULAM TSS
2,225
1,928
PETTA TSS
1,752
1,491
THAIKOODAM TSS
2,114
2,129
1,759
1,982
1,542
1,598
1,314
1,010
695
25

5.2.1.
Normal Operation
With the conditions of normal operation described previously: 12 substations feeding

the line.
The following table summarises the power consumptions per traction substation (RMS
for integration interval of 1 minute and RMS for integration interval of 1 hour are shown)
for 90 seconds headway scenario.
RMS 1min
RMS1hour
ALUVA
1,643
1,402
PULINCHODU
3,700
3,201
MUTTOM
3,938
3,276
KALAMASSERY
3,219
2,666
PATHADI PALAM
3,615
3,031
CHAMCAMPUZHA PARK
3,761
3,170
JLN STADIUM
3,749
3,382
M.G. ROAD
4,797
4,000
ERKANULAM SOUTH
3,760
3,314
ELAMKULAM
3,041
2,737
THAIKOODAM
2,585
2,305
PETTA
1,283
1,111
The following table presents energy summary results for proposed 90 seconds
headway train graph:
Energy
34.115 KWh
6.624 KWh
26
Energy
28.943 KWh
35.343 kWh
224 KWh
1228 kWh
Percentage of traction energy coming from braking of other trains will be around 19%
of total demanded traction energy.
around 3%.
The voltages presented below are the maximum and minimum that can be produced
on the current collector shoe with the foreseeable circulation graph (headway of 90
seconds).
VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE
MIN
MAX
AVG
DIRECTION
(V)
(V)
(V)
ALUVA PETTA
709
850
807
PETTA ALUVA
722
859
807
For normal operation, minimum voltage in the line is 709 V, above the Minimum voltage
threshold established for guaranteed performance in the standard EN 50163 Railway
525 V).
In ANNEX III. GRAPHICS OF ELECTRICAL RESULTS, graphs with the average,
minimum and maximum voltage calculated taking into account all the trains running
along the Line are presented.
27
5.2.2.
Failure of one Substation
The following table summarises the power consumptions (RMS for integration interval
of 1 minute and RMS for integration interval of 1 hour) for 90 seconds headway
scenario and for emergency operating modes (failure of adjacent substation).
ALUVA
RMS 1min
RMS1hour
Failure Case
4,428
5,297
4,573 Aluva Failure
5,756
5,532
4,727
4,501
4,300
4,167
4,483
4,829
5,535
5,478
6,583
5,608 M.G. Road Failure
6,882
6,025
5,946
5,339 Pharmacy Failure
5,174
4,896
3,741
3,971
3,850
3,419 Petta Failure
3,044
PULINCHODU
MUTTOM
KALAMASSERY
PATHADI PALAM
CHAMCAMPUZHA PARK
JLN STADIUM
M.G. ROAD
ERKANULAM SOUTH
ELAMKULAM
THAIKOODAM
PETTA
28
The following table summarises the minimum voltages that can be produced on the
current collector shoe with the foreseeable circulation graph (headway of 90 seconds)
and in case of one substation failure.
Case
Direction
Aluva - Petta
Petta - Aluva
ALUVA TSS Failure
663 V
722 V
PULINCHODU TSS Failure
574 V
547 V
MUTTOM TSS Failure
536 V
531 V
KALAMASSERY TSS Failure
681 V
661 V
PATHADI PALAM TSS Failure
643 V
650 V
CHAMCAMPUZHA PARK TSS Failure
622 V
591 V
JLN STADIUM TSS Failure
586 V
577 V
M.G. ROAD TSS Failure
560 V
530 V
ERKANULAM SOUTH TSS Failure
634 V
647 V
ELAMKULAM TSS Failure
664 V
636 V
THAIKOODAM TSS Failure
709 V
675 V
PETTA TSS Failure
709 V
722 V
Minimum voltage in all cases are above the minimum voltage threshold established for
guaranteed performance in the standard EN 50163 Railway applications - Supply
voltages of traction systems, for DC traction systems (Umin1 = 525 V).
29
5.2.3.
Results Summary
The results of the power consumption in traction substations during normal operation
and failure cases described for 90 seconds of headway scenario are summarised
below.
RMS Power 1 hour and 1 minute have been calculated.
In normal operation, the highest RMS 1 hour and 1 minute power consumption is for
M.G. Road Substation with values of 4,000 kW and 4,797 kW.
In case of failure of one substations the highest RMS 1 hour and 1 minute power
consumption is for M.G. Road Substation in case of JLN Stadium substation failure
with values of 5,757 kW and 6,882 kW.
In case of Pulinchodu substation failure, it would be necessary to reduce the number of
trains in peak hour in Aluva Muttom section to be able to supply the power demanded
by trains from Aluva substation
In addition the minimum voltage on the line is above the Minimum voltage threshold
established for guaranteed performance in the standard EN 50163 Railway
525 V) in all cases simulated.
30

TRACTION
NORMAL OPERATION
FAILURE CASES
SUBSTATIONS
RMS 1 min
RMS 1 hour
ALUVA
1,643
1,402
PULINCHODU
3,700
3,201
MUTTOM
KALAMASSERY
PATHADI PALAM
3,938
3,219
3,615
FAILURE OF
4,428
4,573
PULINCHODU TSS
5,297
4,573
ALUVA TSS
5,756
4,883
MUTTOM TSS
5,532
4,646
PULINCHODU TSS
4,727
4,283
KALAMASSERY TSS
4,501
4,342
MUTTOM TSS
4,300
3,900
PATHADI PALAM TSS
4,167
3,880
KALAMASSERY TSS
4,483
4,261
4,829
4,426
PATHADI PALAM TSS
5,535
5,055
JLN STADIUM TSS
5,478
5,105
6,583
5,608
M.G. ROAD TSS
2,666
3,031
3,170
JLN STADIUM
3,749
RMS 1 hour
3,276
CHAMCAMPUZHA PARK
3,761
RMS 1 min
3,382
31

TRACTION
NORMAL OPERATION
FAILURE CASES
SUBSTATIONS
RMS 1 min
M.G. ROAD
ERKANULAM SOUTH
ELAMKULAM
THAIKOODAM
PETTA
4,797
3,760
3,041
2,585
1,283
RMS 1 hour
RMS 1 min
RMS 1 hour
FAILURE OF
6,882
5,757
JLN STADIUM TSS
6,025
5,188
ERKANULAM SOUTH TSS
5,946
5,339
PHARMACY TSS
5,174
4,785
ELAMKULAM TSS
4,896
4,591
ERKANULAM SOUTH TSS
3,741
3,498
THAIKOODAM TSS
3,971
3,642
ELAMKULAM TSS
3,850
3,419
PETTA TSS
3,044
2,705
THAIKOODAM TSS
4,000
3,314
2,737
2,305
1,111
32

The following table presents energy summary results for proposed 300 headway train
graph:
Energy
10.155 KWh
1.972 KWh
9.179 KWh
10.457 kWh
695 KWh
302 kWh
Percentage of traction energy coming from braking of other trains will be around 13%
of total demanded traction energy.
around 35%.
5.4. Sizing theDepot rectifier-transformer

To size the rectifier-transformerthat supplies the Depot, an unfavourable situation has
been simulated, considering the following circulations:
-
2 trainsstarting in the Depot simultaneously
4 trains circulating in the Depot.
For this momentary situation RMS Power 1 minute is 1631 kW and Maximum
instantaneous Power is 2,456 kW.
Due to maintenance, flexibility and associated costs, it is convenient to install the same
type of transformers in substations.
Therefore, we shall consider the installation of 2x2,500 kW rectifiersand 2x2,600 kVA
transformers (one of them in reserve).
33
5.5. DC Cables Current

The object of this chapter is sizing the DC cables for traction feeding to the third rail.
5.5.1.
Current given by Electrical Simulation
Traction substations located in the line will have 2 transformer-rectifier groups except
Aluva and Petta.
These transformers will be designed so that if one fails the other transformer is able to
feed the entire traction load, under normal working conditions. In the same way, if the
medium voltage line connected to the two traction transformers has a failure the other
medium voltage line is able to feed the entire traction load, besides the corresponding
auxiliary loads, under normal working conditions.
According to results given by the software Railpower, the worst case regarding
outgoing currents from rectifier is when JLN Stadium substation fails. In such case,
feeding is done fromChamcampuzha Park and M.G.Road traction substations.
16+910
M.G. ROAD
TSS
14+212
JLN STADIUM
TSS
12+076
CHAMCAMPUZHA
PARK TSS
In this case, the currents in each outgoing feeder are:

CHAMPAMPUZHA PARK TSS
F1 UP LINE
F1 DN LINE
F2 UP LINE
F2 DN LINE
SUBSTATION
(TRANSFORMER)
RMS1hour
547
952
1570
1316
3073
RMS1min
931
1292
2043
1435
3955
1717
2612
3570
3048
7373
Case
Max 1sc
34
M.G. ROAD TSS

F1 UP LINE
F1 DN LINE
F2 UP LINE
F2 DN LINE
SUBSTATION
(TRANSFORMER)
RMS1hour
1540
1779
899
627
3503
RMS1min
2033
2120
1330
645
4272
Max 1sc
4256
4889
2467
1617
7785
Case
Where F1 are the feeders which feed the Aluva side and F2 are the feeders which feed
the Petta side of the third rail. All the values in this table are for 180 seconds headway
and full load.
Considering the maximum current required by track, the worst case is when M.G. Road
substation fails. In such case, feeding is done from the JLN Stadium South traction
substations.
19+267
ERKANULAM
SOUTH
TSS
16+910
M.G. ROAD
TSS
14+212
JLN STADIUM TSS
In this case, according to the results given by the software, the currents in each
outgoing feeder are:
JLN STADIUM TSS
Case
F1 UP
LINE
F1 DN
LINE
F2 UP
LINE
F2 DN
LINE
UP
DN
SUBSTATION
LINE
LINE
(TRANSFORMER)
RMS1hour
739
996
1887
1642
2282
2119
3434
RMS1min
1271
898
2538
1935
3009
2702
4167
Max 1sc
2409
2633
5011
5285
6299
5397
7672
35
ERKANULAM SOUTH TSS
Case
F1 UP
LINE
F1 DN
LINE
F2 UP
LINE
F2 DN
LINE
UP
DN
SUBSTATION
LINE
LINE
(TRANSFORMER)
RMS1hour
1416
1695
893
721
1900
2026
3222
RMS1min
1905
1058
1359
1236
2399
2701
3937
Max 1sc
2905
5044
2653
2535
4316
5200
7229
Therefore, the maximum permanent current values to be considered in each DC

substation position will be the following:
SN
Location
Current
1.
From Rectifier to Incomer HSCB Panel
3503 A
2.
From Rectifier to Negative Return Panel
3503 A
3.
From each Feeder HSCB Panel to DC disconnect

Switch.
2282 A
4.
From DC Disconnect Switch to DC Load Break switch.
2282 A
5.
From DC Load Break switch to Third Rail.
2282 A
5.5.2.
Sizing of DC cables for permanent current
The cables used in this project for 750V DC traction power feeding network are
compact circular stranded copper conductor, XLPE insulated, steel wire armoured (240
mm2 / 400 mm2 cables) and outer sheathed cable of rated voltage grade 3 kV (Um) for
positive cables and 1.1 kV (Um) for negative / return cables.
Standards: IEC 60502-2 / BS 6622.
Cable rated voltage (Uo/U):
1.8/3 kV
Insulation:
XLPE
Laid:
36
o In substations:
Trays in galleries
o From substation to tracks:
In buried ducts.
o Along the tracks:
Brackets/hangers on the parapet
walls.
Ambient air temperature:
50C
Ground temperature:
30 C
Maximum working temperature:
90C (normal operation)

250C (short circuit - 5s max.
duration)
Type of cable:
Armoured
Sheath PVC - ST2 (see Fire Protection)

Fire Protection (elevated stations):
Flame Retardant Low Smoke (FRLS)
Fire Protection (underground stations):
Flame Retardant Low Smoke Zero
Halogen (FRLS0H)
According to the current per circuit values for the worse cases, the sections of cable
necessary will be according to the following table.
Current Carrying Capacity (A)
Conductor
2
Size (mm )
In Air
Single Core
Trefoil
In Ground
Three Core Single Core Three Core

Cable
Trefoil
Cable
240
530
510
375
395
300
600
580
410
445
400
680
450
The current carrying capacity given in the above table are based on the assumption
shown below:
Maximum conductor temperature .. 90C
Maximum ambient temperature:
In Air .. 40C
In ground.25C
Ground thermal resistivity. .. 1.5 Kxm/W

Laying depth ... 1 m
For other conditions, the rating factors shownin ANNEX IV DC CABLES
CALCULATIONS should be applied.
37
Cable current carrying capacity after all cable factors have been applied is included in
the following table:

Conductor
2
Size (mm )
In Air
Single Core
Trefoil
In Ground

Cable
Trefoil
Cable
240
391
377
360
379
300
443
428
394
427
400
502
432
According to calculated maximum permanent current values and current carrying

capacity of the cables, the sizing of DC cables is included in the following table:
SN
Location
Calculated
maximum steady
state current (A)
Max. withstand
steady state
current (A)
1.
From Rectifier to
Incomer HSCB Panel
3503
4016
2.
From Rectifier to
Negative Return Panel
3503
4016
3.
From each Feeder

HSCB Panel to DC
disconnect Switch.
4.
5.
2658
2282
From DC Disconnect
Switch to DC Load
Break switch.
2282
From DC Load Break

switch to Third Rail.
2282
5.5.3.
Selected Cable
8x(1x400 mm Cu)
2
8x(1x400 mm Cu)
6x(1x300 mm Cu)
2658
6x(1x300 mm Cu)
2364
6x(1x300 mm Cu)
Sizing of DC cables for permanent current
Regarding short time operation currents caused by maximum value of current in 1

second, the capacity of one conductor is given by the expression:
IKB
I Z fkB
Where:
-
IKB is the admissible current for short time operation
38
Iz is the admissible current for permanent operation
fkB is the overloading factor, given by

2
In
IZ
1
fKB
tb
e
tb
1 e
Where:
-
In is the initial current before the overload (nominal current)
tb is the duration of the overload
is time constant of the cable (1/5 of the time taken from the curve to almost
reach the permissible final temperature). It is given by the expression:
q
IZ
Where:
-
q is the cross section of the conductor
B is a constant related with the conductor properties, environmental

temperature and the maximum temperature admissible for the cables
permanent operation. It is given by the expression:
0
20
c
20
20
c
Where:
-
c is the final temperature in the cable by overload current
0 is the initial temperature in the cable before the overload
20 is the conductivity of the conductor. For copper 56106 1/m
c is the specific heat of the material. For copper 3.45106 J/Km3
20 is the heat transferring factor. For copper 0.00393 K-1
Therefore, the admissible currents for 1 second of duration in a 240 mm2/300 mm2/400
mm2 cable will be:
39
1s
2
240 mm cable
1s
2
300 mm cable
250
90
5.60E+07
0.00393
3.45E+06
240
391
326
60
1.62E+16
6,117.19
43.193
16,888.49
250
90
5.60E+07
0.00393
3.45E+06
400
443
380
60
1.62E+16
7,445.91
44.363
19,652.83
c (C)
0 (C)
20 (1/m)
20 (1/K)
3
c (J/Km )
2
q (mm )
Iz (A)
In (A)
tb (s)
2
4
B (A s/m )
fkB
IkB (A)
1s
2
400 mm
cable
250
90
5.60E+07
0.00393
3.45E+06
400
502
440
60
1.62E+16
10,308.50
48.887
24,541.40
Therefore in all cases, the number of selected cables is able to withstand the maximum
current produced by 300% overload of the transformer during 60 s.
5.5.4.
Short circuit criteria
For sizing the third rail from a current capacity point of view, not only permanent loads
but alsosurges caused by short circuits must be taken into account, in accordance with
IEC 60909 determinations.
The short circuit current below transformers is 86.67 kA, according to calculations
made in ANNEX IV DC CABLES CALCULATIONS.
In order to check if selected cables can withstand short circuit current, the following
expression must be used:
I CC t = K S
Where:
K is a coefficient depending on the conductor material and its temperatures
before and after the short circuit
S is the cross section of the conductor in mm2
t is the duration of short circuit in s
ICC is the short circuit current
40
The worst case scenario is that before the short circuit conductors are at maximum
nominal operation temperature and after the short circuit, the temperature is the
maximum admissible temperature. Considering this situation the value of K is 142 for
copper conductors.
Therefore, for short circuit duration of 1 s, the short circuit current withstood by DC
cables will be:
Section (mm2)
Duration (s)
Icc (A)
240
149
35,760.00
300
149
47,700.00
400
149
59,600.00
Therefore, for all cases, the number of DC cables selected is enough to withstand the
foreseen short circuit current.
5.6. Rail Potential calculation

According to the European Standard EN20122-1 and International Standard IEC
62128-1 a continuous running rail to earth voltage of 120V shall not be exceeded. For
durations less than 300 seconds the limit is 150 V and rises to 170 V for durations of 1
second.
5.6.1.
Mathematical Model
Calculating the Rail Potential is a complex process, the result of which depends on the
properties of the traction circuit, power topology and spatial load combination (trains) in
each time instant.
The proposed model is presented with a feeding scheme in in which a substation
feeds a single train. However, the method is fully extended to the case of several
substations and several trains simply by applying the superposition principle.
This will be studied for two distinct situations:
a) Normal operation of the rail system. In such conditions, the traction circuit of
length L is formed by a rectifier substation with an output resistance R0, a third
41
rail of linear resistance R ', the train and finally the circuit closes through the rail
with a linear resistance R'C.
b) Under fault conditions the traction circuit is similar to the above simply by
substituting the train for a short circuit.
The difference is that in normal operating conditions the current is injected into the rail
by means of the train while under conditions of short circuit, the current is injected
directly through the third rail. In both cases the current injected into the rail must be
exactly the same as the current returning to the substation; the only difference is the
magnitude of this current.
In this sense, we can completely dispense with the traction circuit and consider the
substation and the injection current to rail as current sources dependent on the power
of the vehicle. The circuit will be as follows:
42
Where I1 is the current from the third rail, whose value is determined by the operating
conditions(normal or failure).
In Normal operation of the rail system, the current injected to the rail will be:
In failure conditions, the current injected to the rail in each point L will be:
Given that sleeper insulation is not perfect, differential current leakage occurs when
current is injected to the rail, di. Beyond a determined distance in respect to the traction
substation, and due to their influence, this current leakage is inverted, that is, the
current is no longer lost in the ground, but rather emerges from it to return to the
substation of origin.
To develop the proposed rail model the circuit is divided into three sections in
accordance with each ones current behaviour:
43
In SectionIthe current circulating on the rail is null at its end. Approaching the
substation its magnitude increases, thanks to the contributions coming from the
ground, until it reaches the value Ibin the substation connection point.
Therefore, the rail potential will be negative in this section in accordance with
the chosen reference system.
A current is injected at the end of Section II that dissipates along the rail as it
approaches the rectifying substation. This current begins to return to the rail,
coming from the ground, after the sections midpoint due to the substations
demand, until its original value is restored in the substations connection to the
rail. Consequently, a distribution of positive rail potentials will exist near the
current injection point, and a negative distribution near the substation.
Finally, the current Ib injected in Section III dissipates along the rail until it
reaches a null value at its end, therefore, the rail potential in this section will
have a positive sign.
With these considerations, the current circulating on the rail in each section depending
on the current injected, I1 will be:
Section I (-, 0)
Section II (0, L)
44
Section III (L, )
Where:
i(x), is the current circulating on the rail at each alignment point, x, (A).
: linear conductance earth-rail, (S/km)
: linear rail resistance, (/km)
L: distance between substation and train (km)
The rail potential will be calculated in the following way for each section:
Section I (-, 0)
Section II (0, L)
Section III (L, )
Where:
-Uc-t(x), is the difference in potential between rail and ground at each alignment point,
x, (V).
: linear conductance earth-rail, (S/km)
: linear rail resistance, (/km)
L: distance between substation and train (km)

45
5.6.2.
Rail Potential for current given by Electrical simulation
In order to calculate the maximum rail potential along the line, the worst case will be
considered according to the results of voltage, current in trains and the power
consumption in traction substations.
Normal Operation of substations

According to results given by the Railpowersoftware, the worst section regarding
voltage in the collector shoe of trains and currents in Normal Operation is between
Pulinchodu Substation and Muttom Substation. For this section, at the worst instant
there will be the following trains:
Trains
KP
TRACK
Voltage (V)
Current (A)
T1
1,785
797
251
T2
2,083
762
2479
T3
2,752
793
252
T4
2,967
709
3310
T5
3,736
795
252
T6
3,869
724
3242
T7
4,673
802
249
In this case using the above mathematical method, and considering cross bonding
between rail (each 300 m) and between tracks (each 300 m) and with a linear
conductance earth-rail of
=0.05 S/Km (this gives more unfavourable values) and a
linear rail resistance of
.016 /km , rail potential for each train will be as follows:
Trains
KP
TRACK
Rail Potential (V)
46
Trains
KP
TRACK
Rail Potential (V)
T1
1,785
7,72
T2
2,083
17,99
T3
2,752
24,12
T4
2,967
33,91
T5
3,736
26,23
T6
3,869
24,63
T7
4,673
-5,85
In normal operation the maximum rail potential will be around34 Volts (below the
threshold of 120 V established in the standard EN 50122-1)
Failure of one substation

According to results given by the software Railpower, the worst section regarding
voltage in the collector shoe of trains and currents in one substation failure case is
when M.G. Road substation fails. In such case, feeding is made by JLN Stadium and
Erkanulam South traction substations. For this section, at the worst instant there will be
the following trains:
Trains
KP
TRACK
Voltage (V)
Current (A)
T1
14,663
724
441
T2
15,186
654
1806
T3
15,512
638
3410
T4
15,674
614
324
47
Trains
KP
TRACK
Voltage (V)
Current (A)
T5
16,305
621
-260
T6
16,822
529
4418
T7
17,109
598
3917
T8
17,742
555
3108
T9
18,141
662
1376
T10
18,538
634
3695
T11
19,218
759
-641
In this case using the above mathematical method, and considering cross bonding
between rail (each 300 m) and between tracks (each 300 m) and with a linear
conductance earth-rail of
=0.05 S/Km and a linear rail resistance of
.016 /km , rail potential for each train will be as follows:
Trains
KP
TRACK
Rail Potential (V)
T1
14,663
-30,60
T2
15,186
19,28
T3
15,512
49,49
T4
15,674
42,43
T5
16,305
73,83
T6
16,822
113,21
T7
17,109
118,35
48
Trains
KP
TRACK
Rail Potential (V)
T8
17,743
116,73
T9
18,141
107,86
T10
18,539
97,39
T11
19,218
60,01
In case of failure of one substation the maximum rail potential will be 118 Volts (under
the threshold of 120 V established in the standard EN 50122-1)
5.6.1. Short circuit criteria

For sizing third rail from rail potential point of view, not only permanent loads but also
surges caused by short circuits must be taken into account, in accordance with EN
50122-1determinations.
The short circuit current in front substation is 18560 kA.
The following graphs represent thevalues for Icc (short circuit current) andUcc (Rail
Potential current) depending on the distance from the substation where the short circuit
is produced, and in three distinct situations:
-
Without cross bondings
With cross bondings in rails
With cross bondings in rails and tracks.
Where:
-
: linear conductance earth-rail, (S/km): 0.05 S/Km

: linear rail resistance, (/km): 016 /km
49
Icc Current
With cross bondings rails
With cross bondings track
20000
15000
Amp 10000
5000
0
0
0.5
1.5
2.5
3.5
4.5
5.5
Km
Ucc Rail Potential

With cross bondings rails
With cross bondings track
200
150
Volts 100
50
0
0
0.5
1.5
2.5
3.5
4.5
5.5
Km
In accordance with these graphs, the connection by cross bonding every 300 m
between rails and track in case of short circuit will comply withthe European Standard
EN20122-1 and International Standard IEC 62128-1.
50
6. CONCLUSIONS
This report presents a power consumption assessment for Delhi Metro Rail Corporation
Alwaye-Petta Line of Kochi Metro, carried out based on simulations by theRailPower
software.
The main results provided by the simulations carried out are related to:
-
Dynamic simulations: running time, average speed and energy consumption for
each type of simulated rolling stock.
Power consumption in each traction substation for the different cases (normal
operation and feed extension operation - failures of substations).
Voltage in train current collector shoe: average along the line, minimum and
maximum values.
Main conclusions obtained for the study are summarized below:
Conclusions derived from Dynamic Results

-
From dynamic simulations (running time, average speed and energy

consumption per train) it can be concluded that Rolling Stock considered will
consume 82.67 kWh / (1000 GTKm).
Running time per direction will be around 40minutes and 30 seconds, which
implies a commercial speed of 36.81 km/h.
Conclusions derived from Electrical Results

Case of 180 seconds Headway
From electrical simulations, it can be deduced that in order to comply with criteria of
overload above 150% for 2 hours during an interval of 3 hours and overload above
300% for60 seconds during an interval of 1800 seconds (according to Standard CEI
146.1.1. and EN 50329:2003 Railway Applications,- Fixed Installations Traction
transformers), taking into account normal operation and failure of one substation, the
substations would be dimensioned as follows:
51
Installation of
Rectifiers
Transformers
ALUVA
1x2,500 kW
1x2,600 kVA
PULINCHODU
2x2,500 kW
2x2,600 kVA
MUTTOM*
2x2,500 kW
2x2,600 kVA
KALAMASSERY
2x2,500 kW
2x2,600 kVA
PATHADI PALAM
2x2,500 kW
2x2,600 kVA
CHAMCAMPUZHA PARK
2x2,500 kW
2x2,600 kVA
JLN STADIUM
2x2,500 kW
2x2,600 kVA
M.G. ROAD
2x2,500 kW
2x2,600 kVA
ERKANULAM SOUTH
2x2,500 kW
2x2,600 kVA
ELAMKULAM
2x2,500 kW
2x2,600 kVA
THAIKOODAM
2x2,500 kW
2x2,600 kVA
PETTA
1x2,500 kW
1x2,600 kVA
DEPOT
2X2,500 kW
2x2,600 kVA
The Energy supplied by substations (in kWh), during 1 peak hour simulation for the
proposed 180 seconds headway train graph, is 14,614 kWh.In addition, 17% of the
braking energy will be used by other trains.
With respect tovoltage drop along the line, for normal operation and failure of one
substation, the voltages in train current collector shoes are above the threshold
established in the standard EN 50163 Railway applications - Supply voltages of
traction systems (where Umin1 = 525 V).
The DC cables used for the feeding network are compact circular stranded copper
conductor, XLPE insulated, steel wire armoured (240 mm2 / 400 mm2 cables) and outer
52
sheathed cable of rated voltage grade 3 kV (Um) for positive cables and 1.1 kV (Um)
for negative / return cables.
1.8/3 kV
Insulation:
XLPE
Laid:
o In substations:
Trays in galleries
o From substation to tracks:
In buried ducts.
o Along the tracks:
brackets/hangers on the parapet
walls.
50C
Ground temperature:
30 C

250C (short circuit - 5s max.
duration)
Type of cable:
Armoured
Sheath PVC - ST2 (see Fire protection)

Halogen (FRLS0H)
The sizing of DC cables would be as follows:

-
From Rectifier to Incomer HCBS Panel: 8x(1x400 mm2 Cu)
From Rectifier to Negative Return Panel: 9x(1x400 mm Cu)
From each Feeder HSCB Panel to DC disconnect Switch: 6x(1x300 mm Cu)
From DC Disconnect Switch to DC Load Break switch: 6x(1x300 mm Cu)
From DC Load Break switch to Third Rail: 6x(1x300 mm mm Cu)

From electrical simulations, it can be deduced that in normal operation the substations
proposed for 180 seconds headway will comply with the Standard CEI 146.1.1. and EN
50329:2003 Railway Applications,- Fixed Installations Traction transformers.
53
In the event of substation failure the standard will also be complied withexcept in the
case of Pulinchodu substation failure. In this case, it would be necessary to reduce the
number of trains in peak hour on theAluva Muttom section to be able to supply the
power demanded by trains from Aluva substation.
proposed 90 seconds headway train graph, is 28,943 kWh. In addition, 19% of the
With respect tovoltage drop along the line, for normal operation and failure of one
substation, the voltages in train current collector shoes are above the threshold
established in the standard EN 50163 Railway applications - Supply voltages of
traction systems (where Umin1 = 525 V).
Maximum rail potential along the line, voltage between the running rails and earth, for
normal operation and failure of one substation, is below the threshold established in the
standard EN 50122-1 (120V) considering cross bonding between rails and cross
bonding between tracks.

proposed 300 seconds headway train graph, is 9.179 kWh. In addition, 13% of the
54
ANNEX I: INPUT DATA OF THE STUDY
CONTENTS
1. CHARACTERISTICS OF THE ALIGNMENT ....................................................................... 3

2. CHARACTERISTICS OF THE ROLLING STOCK............................................................. 12
3. TRAIN GRAPHS ............................................................................................................... 18
4. ELECTRICAL DISTRIBUTION ......................................................................................... 24
5. RAIL COMPOSITION ....................................................................................................... 26
1. CHARACTERISTICS OF THE ALIGNMENT

Ardanuy Ingeniera S.A.s RailPower program will, by way of successive simulations,
provide a power study necessary for the installation of the different substations, according to
the different parameters of the rail network.
One of the main parameters to be taken into account in a Power Consumption study is the
track layout design. This Annex presents tables for the slopes, curves and cants that the
RailPower program needs to make the calculations.
Note: The profile of the line can be seen in the graphs of ANNEX II GRAPHICS OF
DYNAMIC RESULTS.
INICITIAL
CH.
0+000
0+057
0+116
0+138
0+419
0+425
0+698
0+928
1+153
1+324
1+375
1+487
1+712
1+784
1+806
1+865
1+870
1+990
2+109
2+419
2+541
2+553
2+745
2+752
2+833
2+864
FINAL
CH.
0+057
0+116
0+138
0+419
0+425
0+698
0+928
1+153
1+324
1+375
1+487
1+712
1+784
1+806
1+865
1+870
1+990
2+109
2+419
2+541
2+553
2+745
2+752
2+833
2+864
3+029
GRADIENT
()
RADIUS
CURVE
(m)
0
0
0
0
0
-18,93
-18,93
-4,2
7,76
10,08
10,08
10,08
0
0
0
0
-16,75
-16,75
-4,11
-4,77
-4,77
13,79
0
0
0
-14,56
0
0
1003
1003
0
0
913
913
913
913
0
653
653
653
0
0
0
1183
1183
1183
0
0
0
0
0
0
MAXIMUM
SPEED
(Km/h)
STATION
90
90
1. ALUVA
80
80
90
90
80
80
80
80
90
80
80
80
2. PULINCHODU
90
90
90
80
80
80
90
90
90
90 3. COMPANYPADY
90
90
INICITIAL
CH.
3+029
3+056
3+151
3+426
3+454
3+729
3+736
3+817
3+824
3+965
4+020
4+275
4+402
4+583
4+673
4+754
4+760
4+882
5+430
5+442
5+696
5+767
5+855
6+288
6+472
6+710
6+717
6+798
6+810
6+883
7+013
7+141
7+300
7+344
7+348
7+488
7+524
7+648
7+812
FINAL
CH.
3+056
3+151
3+426
3+454
3+729
3+736
3+817
3+824
3+965
4+020
4+275
4+402
4+583
4+673
4+754
4+760
4+882
5+430
5+442
5+696
5+767
5+855
6+288
6+472
6+710
6+717
6+798
6+810
6+883
7+013
7+141
7+300
7+344
7+348
7+488
7+524
7+648
7+812
7+882
GRADIENT
()
RADIUS
CURVE
(m)
-0,87
-0,87
-3,1
16,19
16,19
0
0
0
9,13
18,64
18,64
18,64
0
0
0
0
-18,3
-18,3
2,79
2,79
11,42
11,42
11,42
11,42
11,42
0
0
0
-14,95
-14,95
-4,33
-4,33
-4,33
-4,33
-14,97
-14,97
10,31
10,31
10,31
0
10003
10003
10003
2003
2003
0
0
0
0
433
0
0
1953
1953
1953
1953
0
0
1003
1003
0
1003
0
643
643
643
643
643
0
0
403
0
1003
1003
0
0
2003
0
MAXIMUM
SPEED
(Km/h)
STATION
90
90
90
90
80
80
90 4. AMBATUKAVU
90
90
90
80
90
90
80
80 5. MUTTOM
80
80
90
90
80
80
90
80
90
80
80
80 6. KALAMASSERY
80
80
90
90
80
90
80
80
90
90
80
90
INICITIAL
CH.
7+882
8+083
8+092
8+110
8+173
8+178
8+336
8+420
8+450
8+576
8+857
8+881
9+152
9+229
9+343
9+424
9+539
9+729
9+940
9+955
10+005
10+151
10+170
10+337
10+440
10+730
10+736
10+817
10+841
10+887
11+036
11+224
11+304
11+349
11+433
11+447
11+550
11+588
11+735
FINAL
CH.
8+083
8+092
8+110
8+173
8+178
8+336
8+420
8+450
8+576
8+857
8+881
9+152
9+229
9+343
9+424
9+539
9+729
9+940
9+955
10+005
10+151
10+170
10+337
10+440
10+730
10+736
10+817
10+841
10+887
11+036
11+224
11+304
11+349
11+433
11+447
11+550
11+588
11+735
11+743
GRADIENT
()
RADIUS
CURVE
(m)
10,31
0
0
0
0
-17,46
-17,46
-17,46
-9,34
-13,65
14,15
14,15
14,15
0
0
0
-21,27
-21,27
-3,9
-3,9
-3,9
17,02
17,02
17,02
17,02
0
0
0
-18,31
-18,31
-18,31
-18,31
-18,31
-18,31
-3,6
-3,6
-3,6
7,15
17,37
5003
5003
5003
0
0
0
7003
0
0
0
0
1953
0
0
0
0
0
1803
1803
0
20003
20003
0
10003
0
0
0
0
0
20003
0
1803
0
1203
1203
0
523
523
523
MAXIMUM
SPEED
(Km/h)
STATION
90
90
90
7. CUSAT
90
90
90
90
90
90
90
90
80
90
90
90 8. PATHADI PALAM
90
90
80
80
90
90
90
90
90
90
90
90 9. EDAPALLY JUNCTION
90
90
90
90
80
90
80
80
90
80
80
80
INICITIAL
CH.
11+743
11+767
11+951
11+952
11+964
12+036
12+059
12+117
12+165
12+171
12+250
12+264
12+382
12+648
12+666
12+799
12+932
13+045
13+122
13+126
13+198
13+239
13+277
13+470
13+472
13+476
13+643
13+710
13+758
13+792
13+819
13+895
13+903
14+017
14+049
14+163
14+167
14+261
14+277
FINAL
CH.
11+767
11+951
11+952
11+964
12+036
12+059
12+117
12+165
12+171
12+250
12+264
12+382
12+648
12+666
12+799
12+932
13+045
13+122
13+126
13+198
13+239
13+277
13+470
13+472
13+476
13+643
13+710
13+758
13+792
13+819
13+895
13+903
14+017
14+049
14+163
14+167
14+261
14+277
14+333
GRADIENT
()
RADIUS
CURVE
(m)
17,37
17,37
17,37
17,37
0
0
0
0
-15,02
-15,02
-15,02
-17,37
-2,85
-2,85
16,87
16,87
0
0
0
0
-13,87
-13,87
-13,87
-13,87
2,57
2,57
2,57
-2,79
-2,79
-2,79
-2,79
8,98
8,98
8,98
0
0
0
0
-8,18
0
573
0
158
158
158
0
0
0
158
0
0
0
2203
2203
0
0
0
1002
1002
1002
0
250
0
0
398
173
173
303
0
2597
2597
0
253
253
253
0
0
0
MAXIMUM
SPEED
(Km/h)
90
80
90
50
50
50
90
90
90
50
90
90
90
80
80
90
90
90
80
80
80
90
55
90
90
70
45
45
70
90
80
80
90
60
60
60
90
90
90
STATION
10. CHAMCAMPUZHA
PARK
11. PALARIVATTOM
12. JLN STADIUM
INICITIAL
CH.
14+333
14+504
14+570
14+731
14+915
15+033
15+087
15+170
15+199
15+280
15+326
15+328
15+444
15+552
15+664
15+666
15+674
15+755
15+810
15+819
15+930
16+001
16+096
16+303
16+430
16+629
16+683
16+782
16+885
16+966
16+975
17+118
17+225
17+262
17+360
17+397
17+471
17+641
17+666
FINAL
CH.
14+504
14+570
14+731
14+915
15+033
15+087
15+170
15+199
15+280
15+326
15+328
15+444
15+552
15+664
15+666
15+674
15+755
15+810
15+819
15+930
16+001
16+096
16+303
16+430
16+629
16+683
16+782
16+885
16+966
16+975
17+118
17+225
17+262
17+360
17+397
17+471
17+641
17+666
17+694
GRADIENT
()
RADIUS
CURVE
(m)
-8,18
-8,18
-2,2
-2,2
16,7
16,7
16,7
0
0
0
16,3
16,3
16,3
16,3
0
0
0
0
10,74
10,74
-18,49
-18,49
-18,49
-18,49
-2,67
10,59
10,59
0
0
0
-16,32
-16,32
-3,89
-3,89
6,28
6,28
-3,72
15,17
15,17
1003
0
0
3003
3003
0
1003
1003
1003
1003
1003
0
1203
0
0
1139
1139
1139
1139
253
0
803
0
572
572
572
163
163
163
163
0
503
503
0
0
1103
1103
1103
0
MAXIMUM
SPEED
(Km/h)
STATION
80
90
90
90
90
90
80
80
80 13. KALOOK
80
80
90
80
90
90
80
80 14. LISSIE
80
80
50
90
80
90
80
80
80
50
50
50 15. M.G. ROAD
50
90
80
80
90
90
80
80
80
90
INICITIAL
CH.
17+694
17+940
18+053
18+117
18+134
18+304
18+315
18+373
18+430
18+589
18+606
18+650
18+747
18+842
18+847
18+944
19+090
19+148
19+206
19+304
19+311
19+475
19+620
19+752
19+805
20+090
20+092
20+171
20+316
20+319
20+425
20+612
20+622
20+920
20+923
21+098
21+166
21+190
21+272
FINAL
CH.
17+940
18+053
18+117
18+134
18+304
18+315
18+373
18+430
18+589
18+606
18+650
18+747
18+842
18+847
18+944
19+090
19+148
19+206
19+304
19+311
19+475
19+620
19+752
19+805
20+090
20+092
20+171
20+316
20+319
20+425
20+612
20+622
20+920
20+923
21+098
21+166
21+190
21+272
21+305
GRADIENT
()
RADIUS
CURVE
(m)
15,17
0
0
0
0
0
-12,59
-12,59
-4,4
-4,4
-4,4
6,99
6,99
6,99
17,89
17,89
17,89
0
0
0
0
0
-15,19
-15,19
-1,13
-1,13
-1,13
-1,13
-1,13
-17,66
-17,66
-17,66
2,1
2,1
17,96
17,96
17,96
0
0
2003
0
0
1503
1503
0
0
1003
1003
0
122
122
0
290
290
0
123
123
123
123
0
153
153
0
0
0
1103
1103
0
0
403
0
0
253
253
0
138
138
138
MAXIMUM
SPEED
(Km/h)
80
90
90
80
80
90
90
80
80
90
40
40
90
65
65
90
40
40
40
40
90
50
50
90
90
90
80
80
90
90
80
90
90
60
60
90
40
40
40
STATION
16. MAHARAJA COLLEGE
17. ERNAKULAM SOUTH
18. GCDA
19. ELAMKULAM
INICITIAL
CH.
21+305
21+353
21+360
21+684
21+771
21+852
21+869
22+194
22+288
22+354
22+373
22+374
22+514
22+558
22+624
22+680
22+778
22+786
22+787
22+928
23+147
23+280
23+336
23+647
23+702
23+711
23+792
23+870
24+003
24+072
24+326
24+444
24+563
24+571
24+717
24+726
24+750
24+896
24+898
FINAL
CH.
21+353
21+360
21+684
21+771
21+852
21+869
22+194
22+288
22+354
22+373
22+374
22+514
22+558
22+624
22+680
22+778
22+786
22+787
22+928
23+147
23+280
23+336
23+647
23+702
23+711
23+792
23+870
24+003
24+072
24+326
24+444
24+563
24+571
24+717
24+726
24+750
24+896
24+898
24+909
GRADIENT
()
RADIUS
CURVE
(m)
0
0
-16,37
5,08
5,08
19,48
19,48
19,48
10,77
10,77
10,77
-6,83
-6,83
-6,83
0
0
0
-13,48
-13,48
-13,48
-13,48
-13,48
8,44
8,44
0
0
0
-4,11
-4,11
-2,3
-2,3
-5,86
-5,86
13,23
13,23
13,23
0
0
0
0
0
0
0
2003
2003
0
323
323
0
286
286
0
123
123
123
123
123
0
223
0
223
223
0
0
0
0
0
503
503
0
0
123
123
0
142
142
142
0
MAXIMUM
SPEED
(Km/h)
STATION
90
90
90
90
80
80
90
70
70
90
65
65
90
40
40
40 20. VYTTILA
40
40
90
60
90
60
60
90
90
90 21. THAIKOODAM
90
90
80
80
90
90
40
40
90
40
40
40
22. PETTA
90
INICITIAL
CH.
24+909
24+977
25+028
25+196
FINAL
CH.
24+977
25+028
25+196
25+500
GRADIENT
()
RADIUS
CURVE
(m)
0
0
0
-16,47
1503
1503
0
0
MAXIMUM
SPEED
(Km/h)
STATION
80
80
90
90
Introduction of Alignment Input data in RailPower software are shown in the following
graphs:
Figure 1 RailPower screenshot. Alignment parameters. Gradients and Curves
10
Figure 2 RailPower screenshot. Alignment parameters. Stations, Speed Limits and Tunnels
11
2. CHARACTERISTICS OF THE ROLLING STOCK

There will be 1 type of Rolling Stock considered with a composition of 3 cars (DMC-TCDMC). Trains will be considered full load.
Main characteristics of the trains considered in the simulation are as follows:
-
Maximum design speed: 90 km/h
Maximum speed operation: 80 km/h
Acceleration: 1 m/s2.
Figure 3 Rolling Stock. Service Acceleration
Deceleration service: -1.1 m/s2.
Figure 4 Rolling Stock. Service Deceleration
12
Regeneration performance: 75% per every speed.
Nominal voltage: 750 V
Nominal power: 2183 kVA (Calculated for 224 KN-TE)
Power consumed by Auxiliary Services: 200 kW
Torque-speed Curve (see graphics)
Braking-speed Curve (see graphics)
Electrical Mechanical Performance Curve (see graphics)
Train composition: DMC-TC-DMC (2 motorized lead cars with driving console, 1

trailer car)
Weights:
o Tare weight: 106 tons (DMC- 36 T & TC-34 T)
o Maximum total weight (AW4):
165.51 tons
o Maximum simulation payload:
59.41 tons
o Rotational inertia: 10 % of tare mass for DMC and 5 % for TC Max.

o passenger weight:
65 kg
RESISTANCE TO FORWARD MOVEMENT: This graph represents the rolling

stocks resistance to forward movement, for each speed
Resistance: curve A + BV + CV2:

14.01 0.264 V + 0.00191 V2 (N/tons)
2.443344 + 0.0460416 V + 0.000333104 V2 (kN) (see graphics)
13
Figure 5 Rolling Stock. Resistance to forward movement
MAXIMUM TRACTION BY SPEED: This graph represents the maximum traction

force the train can reach at each speed
Figure 6 Rolling Stock. Maximum Tractive Effort
MOTOR BRAKING EFFORT: This graph represents the maximum motor braking
force the train can reach at each speed.
14
Figure 7 Rolling Stock. Braking Force
MOTOR PERFORMANCE: This graph represents the performance of the motor to

convert the electric energy to mechanical energy.
Figure 8 Rolling Stock. Motor Performance
Introduction of Rolling Stock Input data in RailPower software are shown in the following
graphs:
15
Figure 9 RailPower screenshot. Rolling Stock parameters. Main Characteristics
16
Figure 10 RailPower screenshot. Rolling Stock parameters. Dynamic-Electrical Characteristics
17
3. TRAIN GRAPHS
The following train graphs show the running of trains on the line at a certain hour and at
planned intervals. In the pictures below a graph for 180 seconds headway, 90 seconds
headway and 300 seconds headway are represented.
The x axis shows the time and the y axis shows the chainage. Each line shown corresponds
to a train in circulation. It is possible to see how the trains stop in the stations for 30 seconds
at intermediate stations and 170 at final stations.(the curve becomes completely horizontal,
with the time continuing but without moving from the chainage).
These graphs show the number of trains circulating at any given time, and their exact
locations.
18
Figure 11 Train Graph. Headway 180 seconds
19
20
21
Introduction of services (dwell time in stops, circulation direction, type of rolling stock) and
train graph (timetable, headways) data in RailPower software are shown in the following
graphs:
Figure 14 RailPower screenshot. Service Input Data
22
Figure 15 RailPower screenshot. Train Graph Input Data
23
4. ELECTRICAL DISTRIBUTION
Location of traction substations is shown in the following electrical schema and table.
0+118
ALUVA
TSS
4+728
MUTTOM
TSS
1+779
PULINCHODU
TSS
14+212
JLN STADIUM
TSS
6+771
KALAMASSERY
TSS
16+910
M.G. ROAD
TSS
19+267
ERKANULAM
SOUTH
TSS
9+426
PATHADI
PALAM
TSS
21+298
ELAMKULAM
TSS
12+076
CHAMCAM
PUZHA
PARK TSS
23+738
THAIKOODAM
TSS
24+892
PETTA
TSS
CHAINAGE
ALUVA
0+118
PULINCHODU
1+779
MUTTOM
4+728
KALAMASSERY
6+771
PATHADI PALAM
9+426
CHAMCAMPUZHA PARK
12+076
JLN STADIUM
14+212
M.G. ROAD
16+910
ERKANULAM SOUTH
19+267
ELAMKULAM
21+298
THAIKOODAM
23+738
PETTA
24+892
Introduction of electrical distribution data (location, number and internal impedance of

transformers and connection point of feeders) in RailPower software is shown in the
following graph:
24
Figure 16 RailPower screenshot. Electrical System Input Data
25
5. RAIL COMPOSITION
Rail composition (section and material of conductors) considered is defined as:
-
Third rail is considered with a typical impedance value of 0.007 ohms/km.
Rail UIC-60 is considered implying a cross section of 7,697 mm2 of steel (equivalent
to Cu 1,300 mm2).
Introduction of Third Rail System (lump impedance in these cases) in RailPower software is
shown in the following graphs:
Figure 17 RailPower screenshot. Rail Composition
26
ANNEX II: GRAPHICS OF DYNAMIC RESULTS
CONTENTS
1. SIMULATION OF TRAIN RUNNING ................................................................................... 3
1.
SIMULATION OF TRAIN RUNNING
The following graphs show the variable characteristics of the running of the trains along the
Line. The first graphs correspond to the operation of a train in direction Aluva Petta and the
second in direction Petta Aluva.
The x axis shows the position of the train in km along the line. For each chainage, the
following variables are represented:
-
Speed: This is represented in Km/h. In this graph one can observe at which chainage
the train reaches maximum speed and when it has stopped in a station, with a speed
value of 0 Km/h.
Acceleration: This is shown in m/s2 and is identified by the y axis value. The
acceleration varies between minimum values of deceleration and acceleration
service per each rolling stock (1 m/s2):
Tractive Motor Effort, Braking Motor Effort and Pneumatic Brake Force: where
the traction and braking force (of motor and pneumatic) that supplies the train on
each point of the line is shown.
Power Consumption: where the power supplied for a train and/or the regenerated
power in each point of the line is shown.
In order to have an idea of gradients along the Line it is also shown the alignment profile of
the line. It is important to highlight that figures in vertical axles correspond to the relative
height along the line with respect to initial point.
RUNNING SIMULATION: ALUVA PETTA
Figure 1 Alignment Profile
Figure 2 Direction Aluva Petta. Speed Profile
Figure 3 Direction Aluva Petta. Acceleration Profile
POWER CONSUMPTION RESULTS: ALUVA PETTA
Figure 5 Direction Aluva Petta. Forces
Figure 6 Direction Aluva Petta. Power Consumption
RUNNING SIMULATION: PETTA - ALUVA
Figure 8 Direction Petta Aluva. Speed Profile
Figure 9 Direction Petta Aluva. Acceleration Profile
POWER CONSUMPTION RESULTS: PETTA ALUVA
Figure 11 Direction Petta Aluva. Forces Profile
Figure 12 Direction Petta Aluva. Power Consumption
ANNEX III: GRAPHICS OF ELECTRICAL RESULTS
CONTENTS
1. POWER CONSUMPION IN TRACTION SUBSTATIONS .................................................... 3

1.1. Scenario 180 seconds headway ................................................................................... 3
1.3. Scenario 300 seconds headway ................................................................................. 16
2. VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE ..................................................... 23
1.
POWER CONSUMPION IN TRACTION SUBSTATIONS
The results obtained for power consumption in traction substations for normal operation are
showed in this annex.
The abscissa axis shows the time and the ordinate shows the power in kW. In this way, the
power supplied by a substation at each moment in time is shown, allowing us to observe, for
each case, the moment when peaks of maximum power occur. The power average values
1.1. Scenario 180 seconds headway
Figure 1 Power Supplied by Transformers in ALUVA TSS. Headway 180 sec
Figure 2 Power Supplied by Transformers in PULINCHODU TSS. Headway 180 sec
Figure 3 Power Supplied by Transformers in MUTTOM TSS. Headway 180 sec
Figure 4 Power Supplied by Transformers in KALAMASSERY TSS. Headway 180 sec
Figure 5 Power Supplied by Transformers in PATHADI PALAM TSS. Headway 180 sec
Figure 6 Power Supplied by Transformers in CHAMPAMPUZHA PARK TSS. Headway 180 sec
Figure 7 Power Supplied by Transformers in JLN STADIUM TSS. Headway 180 sec
Figure 8 Power Supplied by Transformers in M.G. ROAD TSS. Headway 180 sec
Figure 9 Power Supplied by Transformers in ERKANULAM SOUTH TSS. Headway 180 sec
Figure 10 Power Supplied by Transformers in ELAMKULAM TSS. Headway 180 sec
Figure 11 Power Supplied by Transformers in THAIKOODAM TSS. Headway 180 sec
Figure 12 Power Supplied by Transformers in PETTA TSS. Headway 180 sec
Figure 17 Power Supplied by Transformers in PATHADIPALAM TSS. Headway 90 sec
Figure 18 Power Supplied by Transformers in CHAMPUZHA PARK TSS. Headway 90 sec
Figure 29 Power Supplied by Transformers in PATHADIPALAM TSS. Headway 300 sec
Figure 30 Power Supplied by Transformers in CHAMPUZHA PARK TSS. Headway 300 sec
2. VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE

Following graphics show the values of voltage (maximum, minimum and average) in train
current collector Shoes for normal operation.
The values are calculated per track and chainage, taking into account the voltage of each
train in the simulation per each kilometre point. The abscissa axis shows the chainage (K.P.)
and the ordinate shows the values of tension (in Volts).
Figure 37 Current collector Shoe Voltage. Direction Aluva Petta. Headway 180 sec. (1)
Figure 40 Current collector Shoe Voltage. Direction Petta Aluva. Headway 180 sec. (1)
ANNEX IV: DC CABLES CALCULATIONS
CONTENTS
1. DC CABLES PERMANENT CURRENT CARRYING CAPACITY ........................................ 3

1.1. Cables above ground ................................................................................................... 4
1.1.1. Rating factor for ambient temperature ..................................................................... 4
1.1.2. Cables installed in galleries above ground .............................................................. 4
1.2. Cables in ground .......................................................................................................... 5
1.2.1.
1.2.2.
1.2.3.
1.2.4.
Rating factor for ambient temperature ..................................................................... 5

Rating factor for ground thermal resistivity .............................................................. 5
Rating factor for grouping cables in underground pipes ........................................... 6
Rating factors for depth of laying............................................................................. 6
1.3. Current capacity of the cables ...................................................................................... 6

2. SHORT CIRCUIT VALUES CALCULATION ....................................................................... 7
2.1. Simple Single Line Scheme .......................................................................................... 9
2.2. Equivalent Single Line Scheme .................................................................................. 10
2.3. Impedance Calculations ............................................................................................. 11
2.4. Calculation of the continuous short circuit current (Isc)................................................ 13
2.5. Calculation of the Maximum Current Asymmetric Short-Circuit (Is).............................. 14
2.6. Rupture capacity and connection ................................................................................ 14
2.7. Calculation of the continuous short circuit current (Isc) for Isolating Switch Cell,
By-pass Isolating Switch Cell and High-speed Circuit Breakers ................................... 15
1.
DC CABLES PERMANENT CURRENT CARRYING CAPACITY
The cables used in this project for 750V DC traction power feeding network are compact
circular stranded copper conductor, XLPE insulated, armoured steel wire (240 mm2 / 400
mm2 cables) and outer sheathed cable of rated voltage grade 3 kV (Um) for positive cables
and 1.1 kV (Um) for negative / return cables.
1.8/3 kV
Insulation:
XLPE
Laid:
o In substations:
Trays in galleries
o From substation to tracks
In buried ducts.
o Along the tracks
Brackets/hangers on the parapet walls.
50C
Ground temperature:
30 C

250C (short circuit - 5s max. duration)
Type of cable:
Armoured
Sheath PVC - ST2 (see Fire protection)
Halogen (FRLS0H)
According to the values of the current per circuit for the worse cases, the sections of cable
necessary will be according to the following table.
Conductor
Size (mm2)
In Air
Single Core
Trefoil
In Ground

Cable
Trefoil
Cable
240
530
510
375
395
300
600
580
410
445
400
680
450
The current carrying capacity given in the above table are based on the assumptions shown
below:
Maximum conductor temperature .. 90C
Maximum ambient temperature:
In Air .. 40C
In ground.25C
Ground thermal resistivity. .. 1,5 Kxm/W
Laying depth ... 1 m
For other conditions, the rating factors show below should be applied.
1.1. Cables above ground
1.1.1.
Rating factor for ambient temperature

Ambient Temperature
40C
45C
50C
Rating Factor
1
0,95
0,89
Note: the cable is shielded from sunlight and without restriction of ventilation
For air installation, the manufacturer's values refer to an ambient temperature of 40C, but if
we considere a maximum air temperature of 50C, then we have to apply the correction
factor K1 = 0.89.
1.1.2.
Cables installed in galleries above ground
In air, no reduction in rating for grouping cables is necessary if there is free circulation of air
around the circuits, and besides:
-
The clearance between circuits is not less than the overall diameter of an individual
cable.
The vertical clearance between circuits is not less than four times the diameter of an
individual cable.
If the number of circuits exceeds three, they are installed in a horizontal plane.
In traction substation the cables will be installed in galleries and it is considered that the
conditions above will not be fulfilled. Therefore, considering trefoil single cored cables
installed at a distance d with the others in continuous cable trays, the factors shown below
must be applied.
Number of
cable trays
1
2
3
6
Number of three single core cables

installed per cable tray
1
0.92
0.87
0.84
0.82
0.89
0.84
0.82
0.80
0.88
0.83
0.81
0.79
When installing cables in continuous trays, it is considered that up to 1 circuit will be installed
in each tray (with a space between circuits of d) and there will be two level of trays at
maximum, the ventilation is restricted, and it is necessary to apply a correction factor of:
K2 = 0.83
1.2. Cables in ground
1.2.1.
Rating factor for ambient temperature

Ambient Temperature
Rating Factor
25C
1
30C
0,96
35C
0,92
40C
0,88
For ground installation, the manufacturer's values refer to an ambient temperature of 25 C,

but if we considere a maximum air temperature of 30 C, then we have to apply the
correction factor K1 = 0.96.
1.2.2.
Rating factor for ground thermal resistivity
If thermal resistivity is different to 1.5 Km/W the following factors will be applied for cables
buried under tubes.
Ground thermal resistivity
Cross
section
0.9
1.15
2.5
240
300
400
1.12
1.13
1.13
1.1
1.1
1.1
1
1
1
0.92
0.92
0.92
0.86
0.86
0.86
Considering ground thermal resistivity of 1,5 Km/W, it is necessary to apply a correction

factor of:
K2 = 1
1.2.3.
Rating factor for grouping cables in underground pipes
Distance
between cables
Number of three single core cables installed in the

trench (under tube)
0
0.2
0.4
0.6
0.80
0.83
0.87
0.89
0.70
0.75
0.80
0.86
0.64
0.70
0.77
0.84
0.60
0.67
0.74
0.82
0.57
0.64
0.72
0.81
In the case of underground cables in short trenches (lower than 15 m), typically in crossings
of roads, tracks etc. it will not be necessary to apply a correction factor if only one single
core cable per tube is installed.
For DC cables, underground installation will take place between substation and third rail.
Therefore the application of a correction factor is considered unnecessary for this case.
K3 = 1
1.2.4.
Rating factors for depth of laying

Depth of Laying
(m)
0,8
1
1,25
1,5
Cable section up to 185

mm2
1.02
1.00
0,98
0,97
Cable section above

185 mm2
1.03
1.00
0,98
0,96
For a depth of laying of 1 m, the following correction factor should be applied:

K3 = 1.
1.3. Current capacity of the cables
Current carrying capacity of the cables after all cable factors have been applied is included
in the following table:
In Air
In Ground
Conductor
Three
Single
Three
Size
2
Single Core
Core
Core
Core
(mm )
Trefoil
Cable
Trefoil
Cable
240
391
377
360
379
300
443
428
394
427

In Air
In Ground
Conductor
Three
Single
Three
Size
2
Single
Core
Core
Core
Core
(mm )
Trefoil
Cable
Trefoil
Cable
400
502
432
-
2. SHORT CIRCUIT VALUES CALCULATION

The object of this chapter is to calculate the short circuit powers and currents for the AlwayePetta Corridor and the Muttom depot of Kochi Metro Phase I.
When sizing and selecting equipment, electrical components must be taken into account in
accordance with IEC 60909 determinations, not only due to permanent current and voltage
loads, but surges caused by short circuits.
Short-circuit currents are usually several times higher than nominal, and therefore cause
high dynamic and thermal overloads. The short circuit currents traversing land can also be
the cause of contact stresses and unacceptable interference. Short circuits can cause the
destruction of equipment and components or cause damage to people if the design does not
take into account the maximum short circuit currents. Minimum circuit currents should also
be determined, as they are important to size and select the network protection devices.
The different types of faults that can occur in the network are:
Three-phase fault
Phase-to-phase fault clear of ground
Two-phase-to-earth fault
Phase-to-earth fault
Double earth fault
Of these, the three-phase short circuit is generally regarded as the one that generates the
maximum current values. In the case of phase-to-phase fault without ground contact, the
current does not exceed a value of 0.5 3 times the phase-to-earth fault although,
depending on the treatment of neutral and fault proximity to elements producing short circuit
current, the short circuit current due to the one-phase and two-phase faults can be greater
than the three-phase short circuit.
In the current design, it is sufficient to calculate the corresponding phase short-circuit current
for proper sizing and proper selection of equipment and components.
For calculation of short circuit currents IEC 60909 guidelines are followed.
Two methods exist to perform the calculation, one, the absolute impedance calculation, and
the other, the dimensionless impedance calculation or per unit. The calculation per unit
method has been selected for this design.
The per unit method simplifies the calculation when there are two or more levels of voltage
and the effective value is of interest. It also presents other advantages:
Manufacturers specify the impedances in per cent of the nominal values given in the
plates.
The impedances per unit of the same type of apparatus are very close values,
although their ohm values are very different. If you do not know the impedance of a
device, you can select from tabulated data that provide reasonably accurate values.
The impedance of a transformer unit is equal in the primary and the secondary and is
not dependent on the type of connection of the windings.
To follow the per unit method two arbitrary values must be established, which condition all
others. Normally the base values chosen are:
A [MVA] power for the entire circuit
B [kV] to a voltage level
For a different voltage level, the voltage value of the base has to be multiplied by the
transformation ratio of the transformer which separates the two levels.
Calculating circuit currents requires knowledge of the temporal variations since the short
circuit occurs until it reaches the permanent short-circuit current. As in practice as quickly as
possible short circuit current by circuit breakers or other devices, knowledge of temporal
variations of the short-circuit current is only necessary to select and size the equipment and
components in some cases.
The parameters involved in calculating the short circuit currents are:
I"k: is the rms value of the symmetrical short-circuits current, the moment when the
short circuit occurs. From this value the following currents are determined.
Is: Maximum current asymmetric short, is the maximum instantaneous value of the
current, which occurs after the short circuit occurs. Also known as peak value or
impulse current. This value may know electrodynamics forces.
Isc: Short Circuit Current permanent, is the rms value of the symmetrical short-circuit
current, which endures after completion of all transients. Used to determine the
thermal stress on machinery.
Ia: balanced current court, is the rms symmetrical short-circuit current flowing through
a switch in the moment that contacts begin to separate each other. It is used to
determine the performance characteristics of the switch off apparatus.
These calculations will be carried out for three-phase faults, and with the faults away from
the generator. As a consequence, it will be taken into account that IEC 60909 states that
values for permanent short circuit current (Icc) and cutting the symmetrical current (Ia) should
coincide with the current value of the symmetric initial short circuit current (I"k).
2.1. Simple Single Line Scheme
The following diagram shows only those different voltage levels, and the status of power
transformers and different substation outputs, in order to perform the calculation of short
circuit currents:
NET 110 kV
Scc=5575 MVA
ROTR
110 kV/33 kV
25 MVA
Ucc=12.5%
BUSBAR 33 kV
AT
TTR1
TTR2
33 kV / 415V
500 kVA
Ucc=6%
33 kV/590V/590V
2600 kVA
Ucc=8%
33 kV/590V/590V
2600 kVA
Ucc=8%
TO MAIN
DISTRIBUTION
BOARD
TO THIRD RAIL
TO NEXT
STATION
Scc=5575 MVA is the Short Circuit Power at Muttom RSS at 110kV given by Kochi Metro.
Impedances of short circuit have been taken from values of transformer suppliers.
Transformer ROTR (110/33 kV): 12.5%
Transformer AT (33/0.415 kV) for 500 kVA: 6%.
Transformer TTR (33 kV / 750 Vdc) for 2600 kVA: 8%.
2.2. Equivalent Single Line Scheme

To obtain the equivalent circuit simply replace the transformer by its respective impedance.
The short circuit interconnection lines between substations ASS/TSS will have their
maximum value just outside the substation as the absence lead length, the short circuit
effect is not reduced by the line impedance. The impedances for conductors and switchgear
are negligible and will not be included in the schemes or calculations. Thus, it is assumed
that the maximum short circuit current in the interconnection lines agrees with the shortcircuit ASS/TSS produced in the ASS/TSS bus-bar itself.
In the same way the short circuit in the feeder cables will have its maximum value just
outside of the TSS, as the absence lead length the short circuit effect is not reduced by the
10
line impedance. The impedances for conductors and switchgear are negligible and will not
be included in the schemes or calculations.
The equivalent circuit is reflected in the figure below. The figure also marks the possible
points where it different electrical short circuits can occur.
Znet
A
Z ROTR
B
BUSBAR 33 kV
Z TTR
Z TTR
Z AT
D
C
TO RECTIFIER
TO MAIN
DISTRIBUTION
BOARD
2.3. Impedance Calculations

To perform the calculation method impedances adapted per unit arbitrary baseline values
have to be fixed first. These values are determined for each element in current per unit.
The values taken as a basis are the following:
SB = 25 MVA
UB = 110 kV
The table shows the values per unit based on an equal basis for all power systems.
UB (kV)
110
33
0.415
0.590
SB (MVA)
25
25
25
25
11
IB (A)
131.22
437.39
34,780.14
24,463.99
Observations of the table:
SB = Apparent power kVA basis for the entire system, arbitrary value.
UB = Voltage basis for each kV voltage level is obtained by multiplying the

transformation ratio between two voltage levels.
IB = current per unit A for each voltage level is obtained from the equation:
I=
1000 S
3 U
Values in per cent transformers having its reference voltage circuit (Ucc).
The short-circuit impedance (ZCC) approximately matches the value shorted reagent (Xcc), so
the error made by omitting the resistance is minimal and does not affect the final results ZCC
Xcc
With the results of the baseline values for each voltage level it is possible to calculate the
impedance by referring to the power unit base. The generic equation for this calculation is:
Z ( pu )
Z cc S B
100 S N
where:
Zcc is impedance circuit in per cent.
SB is the power base.
Sn is the rated power of the electrical machine.
The equivalent impedance of the network is obtained as follows: Z net
SB
S cc
where:
SB is the power base.
SCC is the short-circuit power of the network.
The results are shown in the following table:
12
Element
Characteristics
Impedance per unit

referred to
SB = 25 MVA
NET
Scc = 5575 MVA

Sn =
25
MVA
Zcc =
12.5
Sn =
0.5
MVA
Zcc =
Sn =
2.6
MVA
ROTR
ZN =
0.0045 pu
ZROTR = 0.1250 pu
AT
ZAT =
TTR
ZTTR =
Zcc =
3.0000 pu
0.7692
pu
2.4. Calculation of the continuous short circuit current (Isc)

As mentioned above permanent short circuit current (Icc) is equal to the symmetrical initial
current (I"k) and cutting the symmetrical current (Ia). I cc I k" I a
The calculation uses the equation of the Laws Ohm using values per unit: icc
u
z eq
Where u = 1 when calculating per unit, and zeq the calculated value in the table above for
each point.
Then the resulting values are multiplied by the base value of current, as the voltage level,
obtaining the absolute value of the constant current at each point shorting: I cc icc I B
Short
Point
Equivalent
Impedance
[pu]
Short Circuit
Current [pu]
Base Current
[A]
Permanent
Short Circuit
Current [A]
Permanent
Short Circuit
Power [MVA]
ZeqA = 0.0045
iccA = 223.00
IB = 131.22
IccA = 29,261.16
SccA = 5,575.00
ZeqB = 0.1250
iccB = 8.00
IB = 437.39
IccB = 3,499.09
SccB = 200.00
ZeqC = 3.0000
iccC = 0.33
IB = 34780.14
IccC = 11,593.38
SccC = 8.33
ZeqD = 0.7692
iccD = 1.30
IB = 24463.99
IccD = 31,803.19
SccD = 32.50
13
Short
Point
Equivalent
Impedance
[pu]
Short Circuit
Current [pu]
Base Current
[A]
Permanent
Short Circuit
Current [A]
Permanent
Short Circuit
Power [MVA]
2.5. Calculation of the Maximum Current Asymmetric Short-Circuit (Is)

Also called surge current, it is the maximum value and its value is given by the equation:
I S x 2 I cc
Where x is a factor which depends on the relationship between the effective resistance and
the reactance of the circuit impedance. As the resistive value is unknown, take x = 1.8 which
is an accepted value for these cases.
Thus, following the above equation using a value x = 1.8, the impulse current for each shortcircuit point will be the value shown in the following table:
Short-circuit
point
Permanent
SC current
(kA)
Maximum Current
Asymmetric SC
(kA)
IscA = 29.26
IsA = 74.49
IscB = 3.50
IsB = 8.91
IscC = 11.59
IsC = 29.51
IscD = 30.80
IsD = 80.96
2.6. Rupture capacity and connection

For the election of the switches two variables are fundamental:
Breaking capacity (or power off). This is defined by cutting symmetrical current (Ia). It
is expressed in MVA
Sr = 3 U n
Ia
Connection capacity (or power connection). This is defined by the maximum

asymmetric short circuit current (IS). It is expressed in MVA
Sc = 3 U n
Is
14
Electric Point
Cutting
Symmetrical
Current (kA)
Breaking
Capacity
(MVA)
Surge
Current
(kA)
IaA = 29.26
SrA = 5,575.00
IsA = 74.49
ScA = 14,191.63
IaB = 3.50
SrB = 200.00
IsB = 8.91
ScB = 509.12
IaC = 11.59
SrC = 8.33
IsC = 29.51
ScC = 21.21
IaD = 31.80
SrD = 32.50
IsD = 80.96
ScD = 82.73
Connection
Capacity (MVA)
2.7. Calculation of the continuous short circuit current (Isc) for Isolating Switch Cell,
By-pass Isolating Switch Cell and High-speed Circuit Breakers
Short circuit point D indicated in previous chapters corresponds to secondary traction
transformers.
To calculate the short circuit current level below transformers, the sum of both transformers
short circuit power rate should be considered. In that way, the short circuit current value can
be calculated as shown in the following expression:
I CC =
S CC
U
Where;
Scc is the calculated short circuit power in the secondary traction transformer
U is the output Rectifiers Voltage
Therefore
Permanent
Short Circuit
Power [MVA]
Output
rectifier
voltage (V)
Short circuit
current (kA)
SccD = 32.50
U = 750.00
Icc = 86.67
15

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DETAILED DESIGN CONSULTANCY SERVICES FOR

POWER SUPPLY & DISTRIBUTION SYSTEM, 750 V DC

TRACTION SIMULATION SIZING STUDY

Mireia Mas Bundio

Javier Martnez Salas

Route Parameters ...................................................................................................... 5

2.2. Methodology of calculation............................................................................................... 7

Current given by Electrical Simulation ..................................................................... 34

5.6. Rail Potential calculation ................................................................................................ 41

Alwaye- Petta Line. Report of Power Supply Arrangement.

ANNEX I: INPUT DATA OF THE STUDY

Alwaye- Petta Line. Report of Power Supply Arrangement.

2. DESCRIPTION OF RAILPOWER SOFTWARE TOOL

Train circulation simulation (running time, average speed, average power,

Alwaye- Petta Line. Report of Power Supply Arrangement.

2.1. Program input data

Rolling Stock Parameters

Electrification Elements / Parameters

The characteristic curves taken into account by RailPower are:

Resistance to forward motion / speed

Maximum traction force / speed

Maximum braking motor force / speed

Mechanical electrical performance

Nominal voltage supply on the line

Power of the substation transformers

Position (Kilometre point) of the substations and neutral zones

Parallel placed third rail

Impedance characteristics of the third rail and running rail

Alwaye- Petta Line. Report of Power Supply Arrangement.

2.2. Methodology of calculation

Alwaye- Petta Line. Report of Power Supply Arrangement.

2.3. Results of the program

Energy regeneration using the braking system.

Instantaneous and average power demanded from transformer of traction

Traction substation feeder current intensity values.

2.4. Main References

MEKNES - FES LINE

MEDINA CAMPO SALAMANCA FUENTES OORO

Alwaye- Petta Line. Report of Power Supply Arrangement.

LINE B1. METRO

LINE VALLES. FGC

CR3. GEBZE HALKALI COMMUTER

HASSI MEFSOUKH MOSTAGANEM

Alwaye- Petta Line. Report of Power Supply Arrangement.

LINE 2 BADLI - HUDA

3. DESIGN CRITERIA FOR THE STUDY OF ALWAYE-PETTA LINE OF KOCHI

Platform length of stations: 81meters except three stations (JNL, Ernakulam

Maximum gradient on the line: 2.127 %.

Curves speed limits based on:

Alwaye- Petta Line. Report of Power Supply Arrangement.

ANNEX I. INPUT DATA OF THE STUDY: ALIGNMENT CHARACTERISTICS includes

It is assumed that up to 75% of the power generated by train braking is able to

Alwaye- Petta Line. Report of Power Supply Arrangement.

necessary than the motor is able to generate, it will be provided by breaking

By default, a train power factor value of 1 is considered.

3.3. Design criteria for electrification

Minimum voltage for regenerative braking (0A)

Maximum traction current at 725V (=Imax):

Alwaye- Petta Line. Report of Power Supply Arrangement.

An internal impedance of TSS transformers of4 mis considered.

Rail composition (section and material of conductors) considered is defined as:

Third rail is considered with a typical impedance value of 0.007

Rail UIC-60 is considered implying a cross section of 7,697 mm2 of

Alwaye- Petta Line. Report of Power Supply Arrangement.