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AC AND DC RAILWAY INTERFACES

Author: Dr Roger D. White, Atkins Rail


City, Circle, Metropolitan Lines with NR
ABSTRACT 25kV at Farringdon, Barbican and Moorgate.
Where DC and AC railways pass in close proximity vi. Parallel running 630V DC Central and the
or there is the possibility of overrunning, there is Paddington NR 25kV lines.
the possibility that the traction return current, or vii. Parallel running LU 630VDC Hammersmith
fault currents may not remain in their intended path. and City Lines with 25kV OLE from
Return paths for the 50Hz AC railway is the rail, Paddington to Westbourne Park.
earth wire, return conductor or deep earth. The viii. 25 kV AC to 750 V DC interface at Acton
return paths for DC railway are the rail [intended Central; including a group of 4 isolating
path]; the stray current in the collection mat and the transformers at Brunel Road TSL which is just
drainage return system. south of the bridge over the GW main line.
The impedance of the rail to 50 Hz is significantly ix. Other interfaces occur at over bridges and
larger than the DC resistance; therefore the AC under bridges.
railway is required to be bonded to earth to control
earth potentials. The DC electrified railway is
Figure 1 Typical Earthing and Return Conductor
insulated from earth to prevent stray current and
Arrangements of 25kV AC and 1500V DC Railways
corrosion of steel and reinforced steel structures. At
the interface, therefore, there is a conflict of design
criteria for the return current paths, earthing and 2 EARTHING STANDARDS
bonding of metallic structures and touch potentials. The earthing designs needs to fulfil the
There is also needs to ensure electro-magnetic requirements of the following earthing standards:
compatibility since the characteristics of the two
electrification systems are different; this includes BS 7671 16th edition of the wiring regulations;
AC and DC harmonics, resonance and induction
BS 7430 Code of Practice for Earthing
particularly at 50Hz. At the interface track circuit
and control systems should be immune to both AC EN 50122-1 Railway Installations part 1
and DC electrification system[s]. Protective Provisions relating to electrical safety
It is fundamental that these design constraints are and supply
identified at the conception stage of a project as re- EN 50122-2 Railway Installations part 1
engineering the design will add significant delay to Protective Provisions relating to provision
the programme and significant additional cost to the against the effects of stray currents caused by
project. DC traction systems.

1 INTRODUCTION 2.1 Electric Shock


Aspects of this paper have previously been Additionally earthing designs shall be based on the
presented at Symposium on Research and interpretation of the above standards and in
Development in Railway Engineering Asia Pacific particular the Fundamental Principles as detailed in
2003 Chapter 13 of the IEE Wiring Regulations:
In United Kingdom the potential for AC and DC
interface is increasing with parallel and overrunning 130-02 Protections against Electric
interfaces:- Shock;
i. Parallel running of the NR 750V DC and 25 130-02-01 Protection against direct contact
kV railway Euston to Watford (normal conditions);
ii. Parallel running LU 630V DC District and the 130-02-02 Protection against indirect contact
Hammersmith and City Lines and the NR (single fault conditions)
25kV overhead lines on London Tilbury and
Southend Lines.
The values of permitted touch and accessible
iii. Channel Tunnel Rail Link with interfaces to potentials in EN 50122-1 are based upon
NR at 25kV and 750V DC; information given in an IEC Technical Report IEC
iv. Thameslink line [from Southern Zone to 60479-1, entitled Effects of current on human
Bedford] with an AC DC over running beings and livestock. This report studies the
interface at Farringdon. physiological effects of current flowing through the
v. Parallel running LU 630VDC Hammersmith human body. Values are given for the magnitude of

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a critical current as a function of the time that it are not able to cause hazards to persons. For touch
flows through the body, for which the risk of and accessible voltages due to train load and short-
fibrillation of the heart is very small. The permitted circuit current, compliance with the limits stated in
touch voltages given in EN 50122 is based upon section 7.2 of EN50122-1 for AC systems, and
this critical current multiplied by an appropriate section 7.3 of EN50122-1 for DC systems.
impedance for the given time duration.
3.2 Touch and accessible potentials

2.2 Equipotential Zones The earthing requirements for the AC system are
different to the earthing arrangements on the DC
Equipotential Zones (EPZ) are required for system and specific design arrangements will be
electrical safety and to prevent people touching at required at the interface. Where lines overrun or
the same time, two metal parts that have a are parallel if careful design is not applied stray DC
dangerous potential difference. The EPZ is at a low traction return current may flow in the AC earthed
potential with respect to earth during normal system, and AC traction return current may flow in
operation, under earth faults the touch voltage may the DC earthed system.
rise to a limit that is specified as safe for humans.

3.2.1 Traction and Short Circuit Return


The boundary of an EPZ is 2 m from the outer Current
metalwork. This 2m distance is generally accepted
as being the minimum clearance for a possible hand The impedance of the return rail for the AC railway
to hand fault. [50 Hz] is significantly higher [typically 0.2+j*0.18
ohms/km] than the impedance of the DC railway
The IEE Wiring Regulations 16th Edition (issued as
[20mohms/km]. The return current from AC
BS 7671:2000) defines the definition of
traction loads, and short circuits on the AC
Equipotential Zone in Part 2.
overhead lines, cause significant voltage drops in
the rails. This will introduce the risk of electric
shock, suitable means are required to control the
3 CONFLICT OF EARTHING DESIGN voltage on the rails and metallic structures
ISSUES intentionally earthed at the interface.
The 25 kV railway overhead system is a single pole
distribution network with the neutral at the feeder 3.2.2 Limits of Touch and Accessible
station and the rail return solidly earthed. Potentials
On DC electrified lines the criteria is quite The design of the earthing and bonding must ensure
different, the rails are insulated from earth to that accessible voltages, including those associated
prevent the return currents returning via earth or with objects connected to remote earth, are not able
earthed structures, structural items and earths of to cause hazards to persons. EN 50122-1 does not
electrical systems, etc, must not be bonded to the indicate how accessible voltage existing from both
rails. AC and DC railway can be achieved. Projects need
to agree how this can be achieved.
3.1 Earthing for Safety of Personnel
The safety of personnel is a requirement that can 3.3 Conflict of the requirements at AC/DC
contradict other standard practice. Under certain interface
conditions, it is necessary to allow the DC stray To ensure that the level of stray current is kept to a
current or fault current to flow direct through to the minimum the return current systems is not
rails to ground, even though potential corrosion and connected to any earthed system whether station
EMC issues may arise. This is clearly stated in the earth mat of metallic conductors. This will ensure
applicable standard. Note EN 50122-2 Section 4 that the current flows back to the feeder station via
Protection Provision against Electric shock; the rails.
A conflict arises in the requirements for bonding,
Protective provisions against electric shock wherever DC electrified lines are so close to AC
shall take precedence over provisions against electrified lines that it is necessary to consider
the effects of stray currents bonding the two systems together to avoid risks of
electric shock.
For this reason, safety of personnel overrides all
other requirements of the earthing standards.
The design of the earthing and bonding must ensure
that touch and accessible voltages, including those
associated with objects connected to remote earth,

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railway, whether in a depot or on a main line, leads
to diverse earthing schemes which can be applied to
the different situations. It is therefore important that
4 INTEGRATION ISSUES AT AC DC the correct scheme is applied in each case to
INTERFACE maintain a safe network.

4.1 DC currents in AC System and Earth


Paths 4.3.3 AC Traction Return Current Paths

Transformers and circuit breakers in the 25 kV Figure 3 AC Electrified Railway Single Pole
system, in fixed locations as well as on the trains, Earthed Return Current System Interconnection of
must be protected against damage and mal- Railway and Non Railway Earths
operation, which may be caused by direct current
circulating in them. In particular, transformers must A reliable, adequately rated path must be provided
be protected against saturation due to direct current for the return of AC traction load current and short-
flowing in their windings. circuit current to the neutral connection of the AC
feeder stations, while limiting the AC current
4.2 Degraded Modes of the Electrification flowing in the DC lines to levels which will not
System cause hazards to persons or significant damage to
assets.
The electrification system can operate in a number
of conditions including normal as well as a range of
outages of the electrification distribution 4.3.4 Protection for common metallic assets
equipment, which may be necessary for
Metallic structures such as station concourse
maintenance activities, engineering possessions,
overbridges and under bridges that are common to
etc. The operators and maintainers of the railway
both railways are required to be bonded to the 25
must be party, to agree the requirements before
kV traction earth. The safe operation of the DC
detailed design.
railway is dependant on the integrity of the 25kV
earthing and bonding. If this bonding is
4.2.1 Electromagnetic and Electrostatic compromised during re-railing or tamping there is a
Potentials possibility of major damage to any earthed
electrical system bonded to the common metallic
The design should ensure that capacitive potentials structure.
are not present on metal surfaces, earth electrodes
and other metallic objects, which may cause
hazards to persons. 4.3.5 DC Traction Return Current Paths
Electromagnetic induction potentials on long line
Figure 4 DC Electrified Railway Diode Earthed
fences, copper circuits and data cables.
Return Current System Interconnection of Railway
4.3 Earthing and Bonding and Non Railway Earths

4.3.1 Bonding of Metallic Structures


A reliable, adequately rated path must be provided
Bonds between the rails and metal structures, etc, for the return of DC traction load current and short-
are necessary for electrical safety in the presence of circuit current to the negative connections of the
high-voltage AC overhead lines. These bonds will DC substations, while limiting the DC current
also provide a conductive path for DC traction flowing in the AC lines to levels which will not
return current to flow to earth. The flow of DC cause hazards to persons or significant damage to
current in the earth may produce electrolytic action assets.
and damage the reinforced steel structures as well
as neighbouring buried pipes, metal-sheathed cables, 4.4 Corrosion of Railway and Non Railway
etc. Assets
4.3.2 Bonding within the Overhead Line Figure 4 DC Electrified Railway Diode Earthed
Return Current System Interconnection of Railway
Figure 2 Overhead Contact Line Zone
and Non Railway Earths
When considering the earthing of conductive
surfaces in an electrified railway, attention must be 4.4.1 Metallic services
paid to the location of the conductive surface within
Metallic services and structures close to the tracks,
the pantograph or overhead contact zones. It should
whether bonded to the rails or not, should be
be noted that the dimensions of these zones are set
protected in accordance with EN50122-2 against
by national safety regulations. This coupled with
electrolytic corrosion from stray direct current
the location of the conductive surfaces in the

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unless the owners of such assets agree to worse 4.5.4 System resonance Effects
conditions.
The DC electrification system will have a
resonance due to the switching of the rectifier
4.4.2 Earthed structures devices, the leakage reactance of the supply and the
capacitance of the system. The DC system will also
Figure 1 Typical Earthing and Return Conductor
have a resonance effect due to the on board train
Arrangements of 25kV AC and 1500V DC Railways
filter and the impedance of the out and return
The DC stray traction return current will flow in
system.
any earth path this will include earthed structures of
the 25kV railway, earth mats of the grid
substations. Segregation of system earths need to be The AC electrification system will have a
undertaken to prevent the flow of DC current in resonance characteristic defined by the inductive
earthed structures. Connection of screens earths and capacitive reactance of the transformer, grid
need to be reviewed including the use of screen network and the 25 kV overhead line. This system
voltage limiters The earthing of buildings and will resonate if the traction converter emits
reinforced structures including tunnel linings need harmonics at this resonant frequency.
to be monitored for stray current. Facilities are
required, such as permanent test leads and/or 5 AC/DC INTERFACE DESIGN
monitoring equipment, so that the functioning of
ARANGEMENTS
the arrangements can be checked and faults can be
located, simply and with no need for possessions of Figure 1 Typical Earthing and Return Conductor
the tracks and isolations of overhead lines or Arrangements of 25kV AC and 1500V DC Railways
conductor rails.
5.1 Control of return currents at the AC/DC
4.5 Electromagnetic Compatibility interface

4.5.1 Signalling Interference Stray electrification current can be controlled by the


specific design of the two electrification systems at
The risk of interference to signalling and the interface. The following methods have used and
telecommunications systems, arising from the may be implemented singularly or in combinations
combined presence of AC and DC electrification, to control the return currents and minimise the
must be sufficiently low to avoid the risk of right effects of corrosion, and interference into signalling
and wrong side signalling failures. The close track circuits.
proximity of the two electrification systems may be
hazardous due to AC traction return current i. The use of insulated rail joints in both the
[including harmonics of the power and traction positive conductor and return conductor rails to
system] flowing in the DC only area causing prevent the flow of direct current.
disturbance to the DC system track circuits. DC
traction return current [including harmonics of the ii. The use of rail joints bridged by resistors or
power and traction system] in the AC only area other impedance to limit the flow of d.c. current
causing disturbance to AC track circuits. to an acceptable level.

4.5.2 Electro Magnetic Induced Voltages iii. The segregation of structural steel work and
earth's of electrical systems from the rails,
The proximity of 50Hz electrification supply will thereby limiting the flow of d.c. current through
cause induction into lineside cables, the DC railway such items.
should therefore be designed to be immune to such
induction effects. The level of induction will be iv. The use of isolating transformer fed-sections for
related to the 25kV AC traction load and 25kV AC high voltage a.c. electrification system.
short circuit fault profile, and the length of
parallelism of the lines. v. The use of filters to isolate the d.c. from the 50
Hz electrified railway system.
4.5.3 Earthing Requirements
vi. The use of voltage-controlled substation to
High Frequency EMC earthing requires the earthing control the stray d.c. currents.
the availability of a good earthing installation
methodology. This should ensure that the
equipment enclosure and cable screens are earthed 5.2 Station interfaces and parallel running
to a low impedance bond. Parallel running of dual electrified areas present a
particular problem for earthing of overhead line
masts, station structures, metal bridges over the

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tracks, earths of electrical distribution systems. rails at a negative value, so as to protect the
In the presence of high-voltage AC overhead railways assets against corrosion.
line metallic objects within the pantograph Assets belonging to outside parties; e.g. the
zone are required to be bonded to the rails for earth of the incoming electricity supplies, need
safety. to be segregated from the rails. Thus the assets
However the inclusions of such bonds will of outside parties are protected against stray
provide a path for direct current to flow in direct current as well as possible.
such assets and possibly damage them.
In dual electrified railway metallic structures Other Metallic Interfaces
should be bonded to the rails of the AC Devices such as spark gaps are required to
railway. Special means are required to keep bond items such as over bridges or steel
the direct current in the bonded items to an girders to the rails. These prevent direct
acceptably low level, including spark gaps and current from flowing in the bridge in normal
non linear resistors. conditions, but conduct current if there is a
Earthing of the metallic structures is normally short-circuit from the overhead lines to the
undertaken with one bond, this is to prevent structure, preventing a dangerous voltage from
the overbridge or station structure becoming a appearing.
cross bond for traction current. This creates a Devices such as insulated flashover plates on
problem during re-railing or tamping when the bridges are required to be bond to the rails, to
structure could become disconnected. Special provide a return path during a 25kV flashover.
designs are required that ensures the These prevent direct current from flowing in
overbridge is not passing traction load current the bridge in normal conditions, but conduct
but additionally has redundancy if a single current if there is a short-circuit from the
bond is removed. overhead lines to the structure, preventing a
dangerous voltage from appearing.
5.3 Reduction of stray DC return current
To reduce the voltage drop in the rails, and the 6 MANAGEMENT OF THE
voltage available for increasing the flow of stray
INTERFACE
current the following design constraints may be
implemented at AC DC interfaces: It is necessary to undertake the design in a
structured way that will support the creation of the
safety case. The areas that require specific
Dual Electrified Areas [ref 5]
management include:
At the dual electrified area interface to the DC
feeding area should include an isolating
section with separate DC substation and Systems Integration of Engineering
running rails from the rest of the DC Disciplines
electrification system sections etc. Earthing Management Plan
Additional return conductor rails may be Earthing requirements for EMC
included in the four-foot and connected in EMC management Plan
parallel with the running rails. This will
Stray Current Management Plan
minimise the resistance of the DC return
current path through the running rails, and
minimise stay current.
Additional heavy cables can be used to lower 7 CONCLUSIONS
the resistance through the points and Considerable difficulty may be experienced in
crossings. resolving the conflicting design aims where AC and
The station structures, tunnel vent fans, and DC electrified lines overrun, are parallel or close
electrical earths should be bonded via earth together.
wires, which have their main connections to The essential needs of electrical safety are in
the rails very close to the substation. conflict with the need to avoid damaging the
Bonding conductors and earth wires need to physical assets of the railway and of the railways
be reinforced to allow for direct current neighbours by stray direct current.
circulating in them.
It is vital that stray current protection for assets are
A substation having duplicated transformers addressed during the preliminary design stage, in
and rectifiers is provided at parallel sections, particular protection for reinforced concrete
to keep the DC voltage on the rails as close to buildings. Failure to do this earlier enough will
zero as possible, or to hold the voltage on the mean that the civil construction may not have

09/11/05 Page 5
suitable protection.
There is also needs to ensure electro-magnetic
compatibility since the characteristics of the two
electrification systems are different. Compatibility
is therefore required to be achieved between both
the electrification systems, track circuits, track
based control and telecommunications systems.

8 ACKNOWLEDGEMENT AND
DISCLAIMER
Information and guidance given in this paper are
views held by the author. The author, and Atkins
Rail accept no liability to anyone for any loss or
damage caused by any error or omission in the
work, whether such error or omission is the result
of negligence or any other cause.

9 REFERENCES

i. European Standard on electromagnetic


compatibility (railway applications):
EN50121.

ii. European Standard: Railway applications -


fixed installations. Protective provisions
relating to electrical safety and earthing:
EN50122-1.

iii. European Standard: Railway applications -


fixed installations. Protective provisions
against the effects of stray currents caused
by DC traction systems: EN50122-2

iv. Railtrack Line Standard: Design of earthing


and bonding systems for 25 kV AC
electrified lines: RT/E/S/21085

v. Dr R. D. White, F. Waterland, D. C. Knights


The design of railway electrification at
interfaces between AC and DC electrified
lines A.I.C. Electromagnetic Compatibility:
London, 21-09-1999.

vi. Dr Roger D. White, Peter Dearman, The


Design Criteria at Interfaces Between
AC and DC Electrified Lines, Symposium
on Research and Development in Railway
Engineering Asia- Pacific 2003.

09/11/05 Page 6
Figure 1 Typical Earthing and Return Conductor Arrangements of 25kV AC and 1500V DC Railways

25kV AC Railway 1500V DC Railway


Steel Section of Interface Station

Earth
Return
Wire
Conductor
Parall
Return el
Conductor Parallel Earth
Feeds Wire

RC
Tie
Down
Impedance
Impedance
of the train
of the train
short
short
circuit on
circuit on
roof
Traction roof
Maximum
Transform Maximum
RC Tie Substation
down Rectifier
Converter Substatio
Double Insulated n Earth
Rail Clips Busbar

Rail leakage typically 8? .km Rail Leakage 8-1000? .km


Mast
Foundation
Stray Current Mat
Typically

Resistivit Copyright R D White 2005


y of soil Substatio
10? m n Earth
Diode

09/11/05 Page 7
Figure 2 Overhead Contact Line Zones

09/11/05 Page 8
Negative Return for Grid Transformer, traction neutral return
Other Rails
Segregated Earth

Low Voltage Electricity Supplies

Utilities, Gas, Water, etc


Station Platform,
Awnings, Lighting Electrical Gap
Columns,
Negative etc
Return Station/TFS
Current Busbar Earth Bar Sheath Connected
to Electrical Supply
Electricity Authority Earth
Earth Supply Cable
Mats
Sheath Connected
to Earth Bar

At stations, depots etc the rails are bonded to the earth of the Copyright R D White 2005
electrical distribution system, which is also bonded to other
extraneous metallic conductors (i.e. Water pipes).

This is done to avoid the risk of electric shock which would


happen if conductive parts are allowed to be at a different
voltage relative to the station earth.

Figure 3 AC Electrified Railway Single Pole Earthed Return Current System Interconnection of Railway and Non Railway Earths

09/11/05 Page 9
Negative Return
Negative Return for Traction
Current Busbar
Other Rails Rectifier
Negative

Negative Diode
Busbar Low Voltage Electricity Supplies

Station/ U tilities, Gas, W a ter, etc


Substation Earth
Busbar
Electrical G a p

Substation
Earth Mats
E lectricity
To Stray To Earth Supply Cable
To W ire [Fault
Current
U tilities Collection Current
Return W ire] Sheath Connected
Mat to Earth Bar

Note: The DC rail return in not intentionally Copyright R D White 2005


connected to the earth, however with the
substation diode connected to the earth mat,
there is a path for stray current and current from
regenerating trains via the earth and the earth
diode.

Figure 4 DC Electrified Railway Diode Earthed Return Current System Interconnection of Railway and Non Railway Earths

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