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Jan Stelmach
MSc Elect Eng CPEng MIEAust
D’ACE Design And Consulting Engineers
SUMMARY
The electrification of the Auckland passenger service is one of the biggest transport infrastructure projects
undertaken by the government of New Zealand.
The Auckland Electrified Area (AEA) consists of approximately 175 Single Track Kilometres over five
existing, yet to be built and upgraded railway lines.
This paper describes the general requirement for the railway fixed electrical infrastructure and then
discusses the applied process and tools used to determine the most appropriate traction system for the
Auckland electrification. It also points to the challenges encountered and solutions found during that
process.
The project is in progress and therefore this paper refers to its present status as at the end of September
2008.
1
Data from ‘Contact Lines for Electric Railways’ Siemens
Publication 2001
Member countries of the EU put a lot of effort into distances between supports that in turn improves
inter-operability of their trans-European high- aesthetics of the installation.
speed rail systems. This has manifested itself in
the appointment of the European Association for
Railway Interoperability in 2002. The Association
is responsible for preparing and issuing technical
specifications for the interoperability of each
system. Specifications concern design,
construction, upgrading and operation of the fixed
infrastructure and the rollingstock.
The importance is also signified by the
development in late 1990’s and early 2000’s of
several standards to regulate in great detail all
technical aspects of railway networks across
Europe.
Figure 4, Karlsruhe Tram sharing DB Main Line
Highest
Lowest Highest
Lowest
Electrification
Non-
Permanent
Nominal
Permanent
Non- 3. ELECTRIFIED RAILWAYS
permanent Voltage permanent
System Voltage Voltage
Voltage
Voltage When asked what is an electrified railway,
[V] [V] [V] [V] [V] answers usually differ as widely as the engineering
400 600 720 770 speciality of responding professionals. One would
Direct
Current
500 750 900 960 however have to agree that an electrified railway is
(mean value) 1000 1500 1800 1950 a complete system. This is a system that consists
2000 3000 3600 3900 of several components, all of which need to work
Alternating
Current
11000 12000 15000 17200 18000 seamlessly together to provide the required
(rms value)
17500 19000 25000 27500 29000 service. By the service, we mean the infrastructure
Table 2, European Voltage Systems 2 that allows passengers to travel in comfort or
move cargo on time in a reliable and safe way. As
Another interesting example is the German city of the specification of the required service is in the
Karlsruhe that has, as a first in Europe, domain of planners and operators, this paper will
implemented track-sharing for light and heavy rail focus on issues relating to electrical infrastructure
vehicles using dual Voltage (15kVa.c. and which supports that service.
750Vd.c.) rollingstock.
Development of power electronics technology and
its proven applications became the main reason
for selecting 25kV ac 50Hz as the preferred
traction system in countries that relatively recently
commenced electrification.
The examples in Australia are the Brisbane
passenger and Queensland freight network
operating at 25kV and 2x25kV (Autotransformer)
respectively (electrified in 1970’s) and Perth with
its 25kV Booster Transformer Return Current
system where the first lines were electrified in the
late 1980’s. Figure 5, 132/25kV Railway Substation, Perth, Australia
ONTRACK owns and operates the North Island
Main Trunk using a 25kV autotransformer system Our main interest is the electric railway fixed
in the section between Palmerston North and infrastructure. In broad terms, it consists of power
Hamilton. This section of line was electrified in the generation, power supply, power distribution and
3
1980’s . an overhead wiring system that, through the
pantograph to contact wire contact point, provides
The clear advantages of a high voltage a.c. power to electric trains. Generation, although an
system are lower line currents that translate into important part of the infrastructure, will not be
better voltage regulation along the line, lesser discussed further as most of the railway operators
number of substations to service similar lengths of source power from public networks and therefore
the track in comparison to d.c., smaller cross this is normally outside their control.
sectional area of overhead conductors, longer All components of fixed infrastructure are shown in
Figure 5.
2
EN 50163:1995 Other subsystems like protection, communication,
3
‘NIMT Railway Traction Power Supply System’ M. Denley, traction SCADA as well as earthing and bonding
IPENZ Paper, Dunedin, NZ, Feb 1989
are hidden from the view but they play an essential feeder and protection i.e. to isolate faulty sections
part in supporting the safe and reliable operation whilst allowing remaining sections to operate.
of the electrical infrastructure. Feeder stations and TSCs utilise indoor type
circuit breakers contained within suitably IP rated
3.1 Power Supply enclosures. The preference is to locate enclosures
within a railway reserve for a number of reasons,
Power supply to railway substations is sourced one of them being the required separation of
from public High Voltage networks. Due to high traction and other earthing systems.
variations in magnitude of the single phase
electrical load, the power source must have high The protection scheme for 25kV railways consists
level of short circuit power capacity. In Perth, of differential protection across transformers and
these values are in an order of 5 to 6GVA. incoming cables, distance protection for individual
feeder lines and overcurrent protection as a back
Typically networks at 132kV and above are up for transformers and feeders. Modern relays,
considered to be suitable as power sources. also known as Intelligent Electronic Devices
Additionally, the preference is given to connections (IEDs), offer an excellent fault locating facility that
at major terminals rather than radially fed zone enables maintenance crews to be directly
substations due to the much higher reliability of dispatched to fault locations to undertake
ring connected nodes. The higher the incoming corrective works. Recent experience in Perth
voltage and short circuit power however the higher shows that faults can be located with +/-100m or
are the costs of the step-down railway power even better accuracy.
transformers due to increased cost in insulation.
A complex interlocking and control system is in
The usual challenge is in finding a suitable power use. It allows for remote switching, monitoring and
source especially in less industrialised and remote prevents setting of incorrect feeding configurations
areas. e.g. paralleling of transformers.
shall be used as each has its own advantages and higher level of induced voltages on services
applications. Considerations are usually in two parallel to the track.
categories i.e objective and subjective criteria.
Demand for electrical power, length and number of The Booster Transformer Return Conductor
lines, availability of suitable power supply points in system collects the return current from the rails by
the proximity of the railway, layout of network, means of in line installed booster transformers,
levels of Earth Potential Rise within the railway thus to certain degree preventing the current
corridor, levels of induced voltages, clearances, entering the soil. These are current transformers of
extent of civil works required and naturally cost 1:1 ratio with the primary winding connected in
belong to the first category. A decision on series with contact line whilst secondary is
selection of a system would appear to be a simple connected in series with a dedicated Return
exercise: pick a system that meets the minimum Current (RC) conductor. The RC is connected to
performance standards for the lowest possible rail at the mid point between BTs. The line current
cost within the time given to complete the project. in BT forces the ‘extraction’ of return current from
The performance standards as well as costs can rails and its return to feeding transformer via RC
be calculated, measured or simulated by well conductor. Typically, the BTs are installed at 3-
established tools available to the engineering 3.5km intervals. The disadvantage of this system
profession. However, engineers have, very often, is much higher line impedance, in comparison to
to leave their comfort zone and consider other, the simple system due to the presence of BTs and RC
less objective, criteria. These are political conductors in the return path, adversely affecting
pressures, compatibility with existing infrastructure, voltage profile that in turn restricts permitted
impact on future works that are well beyond the lengths of feeding sections. Another disadvantage
planning horizon, familiarity with a particular is the requirement for connecting BTs across
system, previous experience and sometimes, Insulated Overlaps impacting overhead design.
simply the preference of individuals making the The advantages are relatively good screening and
decision. In the end the selection of a system is low overall system encumbrance.
the result of all these considerations. If every
criterion could be represented as a vector in
Euclidean space then the result would be a
vectorial sum using engineering terms.
to the successful operation of the electrified controlled fault (short circuit) conditions to ensure
railway. The higher the speed the more important that measured touch potential values are below
the adherence to design principles and quality of allowable limits.
installation become. Operating speed up to 160km
per hour is considered as low. Several proprietary 3.5 Traction SCADA
systems have been developed and are in service The Traction Supervisory Control And Data
in the world. Both Perth and Queensland use the Acquisition system assists in fast responses to
25kV a.c. OHWS that is based on the British disturbances in the network, in undertaking safe
Balfour Beatty Mk3 design, modified to suit local and timely planned isolations and restoration of
conditions. The Ausbreck low speed pantographs power and monitors the performance of the
put in service in Perth perform satisfactorily. system.
The earthing and bonding of electric railways, the The decision by the New Zealand government to
‘black magic’ of electrical engineering, deserves electrify passenger railway network in Auckland
special attention as its performance has a direct prompted one obvious question: what system
impact on the safety of passengers, railway should be used?
workers, and the general public. The electrical ONTRACK had in the past commissioned several
system on a.c. railways is in fact similar to an earth studies and reports in justification of the proposed
return system. The flow of electrical current causes electrification. Produced documents discussed a
Earth Potential Rise within railway corridor and number of solutions that would satisfy the service
induces current and voltages in services that are requirements and could be delivered within the
parallel to the railway track under both normal and time and budget allocated to the project. However
short circuit (fault) conditions. These services are the only objective method to select an appropriate
both railway owned and belonging to third parties. traction system, is to test the network performance
Obvious examples of railway services are signals, by applying comprehensive and proven simulation
communications circuits and LV power supplies software. In June this year, ONTRACK awarded a
whilst third parties’ are pipelines, contract to Siemens to undertake a power study.
telecommunication circuits and power circuits not
associated with railway.
4.1 Power Study
There are two ways of dealing with the EPR issue,
The main aim of the power study was to assist in
either by bonding or separation. A reduction in
the selection of the traction system that would
induced voltage is usually achieved by screening,
meet the planned service levels. To do so the
or where this is not practical, by relocation,
performance of the entire electrified network under
installation of insulated sections, or replacement various conditions had to be simulated. The input
with services made out of non-conductive required consisted of track data complete with
materials.
grades and curves, location of stations, time table
and train consists, dwelling times at stations,
The allowable limits are regulated by several
passenger loading, electrical feeding and
industry relevant standards. The EPR limits,
sectioning configurations, rollingstock mechanical
adopted by Perth and Queensland, within railway and electrical characteristics, transformer
reserve are limited to 60V under normal operating
characteristics, power source impedance, length of
conditions and 430V (670V with one critical bond
feeder cables from feeder stations and track
removed) under fault conditions. European
sectioning cabins, overhead wiring system
railways follow time duration dependent limits, also
configuration as well as type of conductors to
termed as permissible touch voltages, specified in
calculate line impedance.
European standard EN 50122-1. To compare
these two approaches, in accordance with the Several criteria are set to assess the performance
above standard, the minimum time required to of the system, leading to the ultimate one, that is
open a short circuit at a touch voltage level of its ability to meet the required service. These
670V is 200ms. Modern relays and vacuum circuit criteria allow for a detailed assessment of the
breakers can break the circuit under 150ms. network’s performance. The criteria for voltage
limits, based on EN50163:2004 are summarised in
Railway organisations put significant effort into Table 3.
regulating (by sets of rules) the earthing and Other criteria include transformer capacity, values
bonding of their own and adjoining infrastructure, of electric current in feeders, Earth Potential Rise
undertaking comprehensive simulations of normal (EPR) levels and power quality parameters.
and fault conditions and detailed inspections
It is well understood that an outcome of any
before lines are energised. Very often, before
software based simulation is only as valid as the
commencement of services, the completed
accuracy of the input data. In the case of
installations undergo EPR tests under normal and
Auckland’s electrification several assumptions had after the train characteristics become known.
to be made. Assumptions were necessary for yet However based on previous experience, it can be
non-determined factors like rollingstock reasonably expected that power quality issues that
characteristics including assumed regenerative will require some form of mitigation are the Voltage
braking capability, exact OHWS configuration, time imbalance due to single phase loads and high
table and train consists and lengths of feeder levels of emission of harmonics generated by
cables. Assumptions were made based on inverters of the train propulsion system.
experience gained on similar projects in the past
attempting to be on the conservative side. This
approach was taken further by undertaking
sensitivity analysis in the form of increasing line
impedance by 10%.
The unavailability of 220kV bulk power supplies in This will work well provided that ONTRACK
close proximity to the railway network forced secures continuity of the services of the designers
ONTRACK to limit the number of substations to 2 to assist in resolving unavoidable issues raised at
being at Penrose and Southdown. These locations the time of construction. Another challenge
are only 2km apart which in turn makes the associated with this methodology is the
feeding sections long. To further sectionalise the accountability of designers and contractors. The
network several track sectioning cabins are solution is a clear and documented scope of work
planned. Figure 12 shows the proposed feeding and ownership of the works.
configuration. The railway industry is very busy at present. There
are a number of electrification projects in Australia
alone and the challenge for ONTRACK will be to
engage experienced and committed contractors to
undertake the works. The risks are the possibility
of substandard quality of construction resulting in
time over-runs for corrective works. The increased
labour cost, high equipment and metal prices may
also lead costs to exceed allocated funds.
The railway electrification is also a relatively new
concept for local professionals. Architects and
structural engineers face a need for in-depth
understanding of railway specific requirements.
The solution is a timely exchange of information
and expertise, workshops and a formal process of
interdisciplinary reviews.
Another challenge for ONTRACK is to establish,
as early as possible, a team of technical
professionals at all levels that will undertake a
construction surveillance, gain railway experience,
become familiar with the installation and later form
a core of the maintenance crew.
The construction will impact on present passenger
services as well as on other railway operators
sharing the track. An early understanding and
agreement relating to duration, number and
frequency of necessary track possessions should
be sought. ONTRACK will have to arrange for
alternative means of transport during the
Figure 12, Auckland Normal Feeding Configuration unavailability of present passenger services.
Well before the line is energised, ONTRACK will
4.4 Challenges have to undertake a public campaign of
The Auckland electrification, like any railway electrification awareness. A comprehensive
project, faces challenges that need solutions. This system of track access permits, procedures for
section will discuss a few of those issues. isolations, roles and responsibilities, response to
Successful delivery of the project will depend on faults and disturbances and general maintenance
proper planning and coordination of other works philosophy will have to be in place and proven
that are undertaken concurrently to electrification. working. An example here is the issue of
All works at stations, major structures, track responsibility of maintenance of track bonds. The
modifications and re-signalling need to be done in continuity of track bonds is absolutely essential for
close coordination with electrification. The the safety of public and railway workers.
interfaces run deep and wide and include, among Additionally, training of railway workers from other
many, earthing and bonding, locations of signals in than ONTRACK organisations working on or in the
respect to Neutral Sections and overlaps, track proximity to the electrified network will need to be
centers and turnouts in relation to overhead line addressed. This is a long and demanding process
tension lengths. requiring the establishment of training centres and
ONTRACK decided to undertake the project in the availability of skilled personnel.
separate phases. The first is the design phase. There are several stakeholders that are or will be
This will have to be completed before the second affected by the electrification. These include
phase of construction commences. This strategy Telecom NZ, pipelines and overhead lines owners,
provides sufficient flexibility to define the scope of operators of businesses on leased or adjoining
work and determine the technical requirements. railway land, bridges and structures owned by
local authorities. The solution is early only solution is to reduce line speed. The impact
consultations, negotiations and signing on services will need to be investigated.
agreements with affected parties.
The operations also face an issue of possible 5. CONCLUSIONS
excessive wear of contact wire and pantograph
carbon strip as well as a momentary loss of The Auckland Electrification project is still a ‘work
contact resulting in current and voltage transients in progress’. It presents various challenges some
due to low standard of track maintenance. The of which are typical to similar projects of that
advised track construction and maintenance nature, others which are unique and specific to the
tolerances appear to be outside the limits used in location. The main issue appears to be a lack of
modern railways. suitably located 220kV bulk power supplies that
have forced certain level of compromise in an
Another challenge is the unknown characteristics arrangement of feeding configuration.
of future rollingstock. The mechanical and The positive outcome is the possibility of adopting
electrical characteristics will impact on the a simple rail return system instead of the originally
performance of the traction power system if anticipated Auto-transformer system. The simple
differing significantly from what was assumed for system can be installed at a significantly lower
the power study. In addition the required cost and will also eliminate a need for aerial to
operability of the NIMTE electric locomotives in cable auxiliary feeder circuit transitions at several
Auckland causes several restrictions in the design locations of low clearances.
of the overhead wiring system. The contract procurement strategy by separating
The Auckland railway network has a number of the design and construction activities, provided
level crossings in close proximity of low clearance that the roles and responsibilities are understood
overbridges. The height of contact line would have and processes closely followed, should benefit the
to be changed significantly over a short distance. project.
This in turn will adversely impact on the quality of 6. ACKNOWLEDGEMENTS
current collection as the pantograph may loose
contact at higher speed. Apart from very The author would like to thank Messrs John
expensive bridges, height increases or Skilton and Allan Neilson of ONTRACK for their
unacceptable closing down level crossings, the comments offered during the preparation of this
paper.