Appendix 7

Appendix 7
Conceptual Design of Electrification System

December 2010
APPENDIX 7 Conceptual Design of Electrification System December 2010
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APPENDIX7 CONCEPTUALDESIGNOFELECTRIFICATIONSYSTEM TABLEOFCONTENTS

EXECUTIVESUMMARY......................................................................................................................................VI 1. INTRODUCTION..................................................................................................................................................... 1 1.1. PurposeandObjectiveoftheReport....................................................................................................... 1 1.2. ScopeoftheReport.................................................................................................................................. 2 1.3. SourcesofReportData............................................................................................................................ 2 1.4. ReportStandards..................................................................................................................................... 3 1.5. ReportPresentation................................................................................................................................. 3 2. CONFIGURATIONOFTYPICALAUTOTRANSFORMERFEDELECTRIFICATIONSYSTEM....................................... 4 2.1. BasicSystemDefinitions.......................................................................................................................... 4 2.2. AutotransformerFedSystemOverview................................................................................................... 4 2.3. TractionPowerSupplySystem................................................................................................................. 6 2.4. TractionPowerDistributionSystem ........................................................................................................ . 8 2.5. TractionPowerReturnSystem............................................................................................................... 0 1 2.6. NormalandContingencySystemOperation.......................................................................................... 1 1 2.7. AutotransformerFedSystemFacilities.................................................................................................. 2 1 3. TECHNICALCHARACTERISTICSOFACELECTRIFICATIONSYSTEMS........................................................................ 4 1 3.1. General.................................................................................................................................................. 4 1 3.2. PowerUtilityImpact.............................................................................................................................. 4 1 3.3. ElectromagneticFieldImpact................................................................................................................ 5 1 3.4. ElectromagneticInterferenceImpact.................................................................................................... 7 1 4. ROLLINGSTOCKSIMULATIONANDELECTRIFICATIONSYSTEMMODELINGMETHODOLOGY......................... 9 1 4.1. Procedure............................................................................................................................................... 9 1 4.2. ModelingFeatures................................................................................................................................. 0 2 4.3. EvaluationsPerformed........................................................................................................................... 0 2 4.4. ComputerSimulationSoftwareUsed..................................................................................................... 0 2 5. REPORTCRITERIA.............................................................................................................................................. 3 2 5.1. General.................................................................................................................................................. 3 2 5.2. SystemVoltagesAndTrainPerformance............................................................................................... 3 2 5.3. ConductorCurrentsAndTemperatures................................................................................................. 6 2 5.4. PowerDemandsAndTransformerRatings............................................................................................ 7 2 6. REPORTINPUTDATA...................................................................................................................................... 9 2 6.1. DataCollection ...................................................................................................................................... 9 . 2 6.2. RollingStockData.................................................................................................................................. 9 2 6.3. TrackAlignmentData............................................................................................................................ 9 2 6.4. ElectrificationSystemData.................................................................................................................... 9 2 6.5. OperationsData .................................................................................................................................... 0 . 3 7. ELECTRIFICATIONSYSTEMMODELINGRESULTS .......................................................................................................... 2 . 3 7.1. SystemVoltages..................................................................................................................................... 2 3 7.2. ConductorCurrents................................................................................................................................ 2 3 7.3. SubstationPowerDemands................................................................................................................... 3 3 7.4. AutotransformerAndSwitchingStationPowerDemands..................................................................... 4 3 7.5. PresentationOfModelingResults......................................................................................................... 6 3 8. CONCEPTUALDESIGNOFELECTRIFICATIONSYSTEM..................................................................................... 7 3 8.1. General.................................................................................................................................................. 7 3
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8.2. BasicDesignPrinciples........................................................................................................................... 7 3 8.3. TractionPowerSupplySystem............................................................................................................... 8 3 8.4. OverheadContactSystem...................................................................................................................... 5 4 8.5. TractionPowerReturnSystem............................................................................................................... 6 5 8.6. SystemProtection.................................................................................................................................. 7 5 8.7. SupervisoryControlAndDataAcquisitionSystem................................................................................. 8 5 8.8. SystemGroundingAndBonding............................................................................................................ 9 5 8.9. OverallSystemArrangementAndEquipmentRatings.......................................................................... 1 6 8.10. NormalAndEmergencyOperation........................................................................................................ 4 6 9. EVALUATIONOFSHORTLISTOFOPTIONS...................................................................................................... 5 6 9.1. ShortListOfOptions.............................................................................................................................. 5 6 9.2. Option1ElectrificationOfTheGeorgetownLine................................................................................ 5 6 9.3. Option2ElectrificationOfTheLakeshoreEastAndWestLines.......................................................... 6 6 9.4. Option3ElectrificationOfTheGeorgetownAndLakeshoreEastAndWestLines............................. 7 6 9.5. Option11ElectrificationOfTheGeorgetown,LakeshoreEastAndWest,AndMiltonLines............... 7 6 9.6. Option15ElectrificationOfTheGeorgetown,LakeshoreEastAndWest,MiltonAndBarrieLines.... 8 6 9.7. Option18ElectrificationOfTheEntireNetwork ................................................................................. 9 . 6 10. FINDINGSANDCONCLUSIONS ................................................................................................................... 1 . 7
APPENDIX7ADOCUMENTDEFINITIONSANDGLOSSARYOFTERMS.............................................................................73 APPENDIX7CPERFORMANCECHARACTERISTICSOFROLLINGSTOCK...........................................................................90 APPENDIX7DELECTRIFICATIONSYSTEMDATA...........................................................................................................156 APPENDIX7ESYSTEMMODELINGANDSIMULATIONRESULTS...................................................................................159
APPENDICES
APPENDIX7ADOCUMENTDEFINITIONSANDGLOSSARYOFTERMS APPENDIX7BSYSTEMMODELINGSOFTWARE APPENDIX7CPERFORMANCECHARACTERISTICSOFROLLINGSTOCK APPENDIX7DELECTRIFICATIONSYSTEMDATA APPENDIX7ESYSTEMMODELINGANDSIMULATIONRESULTS 73 86 90 156 159
FIGURES
FIGURE21TYPICALCONFIGURATIONOFACAUTOTRANSFORMERFEDELECTRIFICATIONSYSTEM..................4 FIGURE22TYPICAL2X25KVSYSTEMSUBSTATION......................................................................................... 2 1 FIGURE23TYPICAL2X25KVSYSTEMAUTOTRANSFORMERSTATION.............................................................. 2 1 FIGURE24TYPICALTWOTRACK2X25KVOCSANDFEEDERSYSTEMWITHSIDEPOLECONSTRUCTION........... 3 1 FIGURE25TYPICALMULTITRACK2X25KVOCSANDFEEDERSYSTEMWITHPORTALCONSTRUCTION............. 3 1 FIGURE81TYPICALTRACTIONPOWERSUBSTATIONEQUIPMENTLAYOUT..................................................... 4 4 FIGURE82TYPICALAUTOTRANSFORMERSTATIONEQUIPMENTLAYOUT....................................................... 5 4 FIGURE83CATENARYSYSTEM ...................................................................................................................... 6 . 4 FIGURE84STAGGEREDCONTACTWIRE.......................................................................................................... 6 4
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FIGURE85PRINCIPLEOFMIDPOINTANCHOR............................................................................................... 7 4 FIGURE86PRINCIPLEOFOVERLAP................................................................................................................. 7 4 FIGURE87AREMARECOMMENDEDDIAGRAMFORDETERMINATIONOFTOTALVERTICALCLEARANCE REQUIREDFORELECTRIFICATION...................................................................................................................... 1 5 FIGURE88TYPICALTWOTRACKOCSARRANGEMENTWITHSIDEPOLECONSTRUCTION................................ 4 5 FIGURE89TYPICALTWOTRACKOCSARRANGEMENTWITHCENTERPOLECONSTRUCTION........................... 5 5 FIGURE810TYPICALTHREETRACKOCSARRANGEMENTWITHPORTALCONSTRUCTION............................... 5 5 FIGURE811TYPICALTWOTRACKOCSARRANGEMENTWITHHEADSPANCONSTRUCTION............................. 6 5 FIGURE812TYPICALSHOPBUILDINGSUPPORTS............................................................................................ 6 5 FIGURE813CONCEPTUALONELINEDIAGRAMOFTHEELECTRIFICATIONSYSTEM......................................... 3 6
TABLES
TABLE11RAILCORRIDORSCONSIDEREDFORELECTRIFICATION......................................................................2 TABLE512X25KVAUTOTRANSFORMERFEDSYSTEMVOLTAGES................................................................... 4 2 TABLE52CONFIGURATIONANDAMPACITYOFTYPICAL2X25KVTRACTIONPOWERDISTRIBUTIONSYSTEM. 6 2 TABLE53CONTINUOUSANDOVERLOADRATINGOFTRACTIONPOWERTRANSFORMERSAND AUTOTRANSFORMERS...................................................................................................................................... 8 2 TABLE71MINIMUMSYSTEMVOLTAGESALLSYSTEMSINSERVICE.............................................................. 2 3 TABLE72CONDUCTORAMPACITIESANDMAXIMUMFEEDERRMSCURRENTSALLSYSTEMSINSERVICE...... 3 3 TABLE73CONDUCTORAMPACITIESANDMAXIMUMFEEDERRMSCURRENTSALLSYSTEMSINSERVICE...... 3 3 TABLE74SUBSTATIONTRANSFORMERAVERAGEPOWERDEMANDS(MVA)ALLSYSTEMSINSERVICE......... 4 3 TABLE75AUTOTRANSFORMERPOWERDEMANDSAUTOTRANSFORMERSTATIONSALLSYSTEMSIN SERVICE............................................................................................................................................................ 5 3 TABLE76AUTOTRANSFORMERPOWERDEMANDSSWITCHINGSTATIONSALLSYSTEMSINSERVICE ........ 6 . 3 TABLE81LOCATIONOFTRACTIONPOWERSUBSTATIONS............................................................................. 8 3 TABLE82LOCATIONOFAUTOTRANSFORMERANDSWITCHINGSTATIONS.................................................... 0 4 TABLE83POSSIBLETRACTIONPOWERSUBSTATIONPHASECONNECTIONS................................................... 2 4 TABLE84NORMALMINIMUMANDABSOLUTEMINIMUMCATENARYSYSTEMVERTICALCLEARANCES REQUIREDFOR25KVELECTRIFICATIONWITHOUTANDWITHALLOWANCEFORFLASHSCREEN........................ 2 5 TABLE85TRACTIONPOWERSYSTEMFACILITIESPROPOSEDFORTHEMETROLINXGOELECTRIFICATION SYSTEM ............................................................................................................................................................ 1 . 6 TABLE91ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOF GEORGETOWNLINE.......................................................................................................................................... 6 6
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TABLE92ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOF LAKESHOREEASTANDWESTLINES................................................................................................................... 6 6 TABLE93ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOFTHE GEORGETOWNANDLAKESHOREEASTANDWESTLINES.................................................................................... 7 6 TABLE94ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOF GEORGETOWN,LAKESHOREEASTANDWEST,ANDMILTONLINES.................................................................... 8 6 TABLE95ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOF GEORGETOWN,LAKESHOREEASTANDWEST,MILTONANDBARRIELINES........................................................ 9 6 TABLE96ROLLINGSTOCKANDTRACTIONPOWERSYSTEMFACILITIESREQUIREDFORELECTRIFICATIONOFTHE ENTIREMETROLINXGOSYSTEM........................................................................................................................ 0 7 TABLE7C1POWERCARDEFINITIONS............................................................................................................. 0 9 TABLE7C2CONSISTDEFINITIONS................................................................................................................... 3 9 TABLE7C3TRACTIVEEFFORTLIMITSATVARIOUSVOLTAGESFORACINVERTERDRIVES................................ 4 9 TABLE7C4ELECTRICLOCOMOTIVE,10CARTRAINSET,(PROPULSION)........................................................... 5 9 TABLE7C5ELECTRICLOCOMOTIVE,10CARTRAINSET,(BRAKING)................................................................. 7 9 TABLE7C6BILEVELELECTRICMULTIPLEUNIT,12CARTRAINSET,(PROPULSION)........................................100 TABLE7C7BILEVELELECTRICMULTIPLEUNIT,12CARTRAINSET,(BRAKING)..............................................103 TABLE7C8SINGLELEVELELECTRICMULTIPLEUNIT,2CARTRAINSET,(PROPULSION)..................................106 TABLE7C9SINGLELEVELELECTRICMULTIPLEUNIT,2CARTRAINSET,(BRAKING)........................................109 TABLE7C10DUALMODELOCOMOTIVEELECTRICMODE,10CARTRAINSET,(PROPULSION).....................112 TABLE7C11DUALMODELOCOMOTIVEELECTRICMODE,10CARTRAINSET,(BRAKING)...........................115 TABLE7C12POWERCARDEFINITIONS.........................................................................................................122 TABLE7C13CONSISTDEFINITIONS..............................................................................................................125 TABLE7C14DIESELELECTRICLOCOMOTIVE,10CARTRAINSET,(PROPULSION).............................................127 TABLE7C15DIESELELECTRICLOCOMOTIVE,10CARTRAINSET,(BRAKING)..................................................130 TABLE7C16SINGLELEVELDIESELMULTIPLEUNIT,2CARTRAINSET,(HYDRODYNAMIC,PROPULSION)........133 TABLE7C17SINGLELEVELDIESELMULTIPLEUNIT,2CARTRAINSET,(HYDRODYNAMIC,BRAKING)..............136 TABLE7C18SINGLELEVELDIESELMULTIPLEUNIT,2CARTRAINSET,(DIESELELECTRIC,PROPULSION)..........139 TABLE7C19SINGLELEVELDIESELMULTIPLEUNIT,10CARTRAINSET,(DIESELELECTRIC,BRAKING).............142 TABLE7C20DUALMODELOCOMOTIVE,10CARTRAINSET,(DIESELMODE,PROPULSION)...........................145 TABLE7C21DUALMODELOCOMOTIVE,10CARTRAINSET,(DIESELMODE,BRAKING).................................148 TABLE7D1UTILITYSYSTEMEQUIVALENTIMPEDANCES...............................................................................156 TABLE7D2TRACTIONPOWERTRANSFORMERRATINGSANDIMPEDANCES.................................................157 TABLE7D3AUTOTRANSFORMERRATINGANDIMPEDANCECONVERSION...................................................157 TABLE7D4DISTRIBUTIONSYSTEMIMPEDANCESDIRECTFEDSYSTEM.......................................................158 TABLE7D5DISTRIBUTIONSYSTEMIMPEDANCESAUTOTRANSFORMERFEDSYSTEM.................................158
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EXECUTIVESUMMARY
CONTEXT Metrolinxoperatesacomprehensivetransportationsystemoflightrailtransit,busandcommuterrail linesintheGreaterTorontoandHamiltonArea(GTHA).ThesystemincludestheGOrailnetworkwhich is an essential part of Metrolinxs service to the area commuters. GO Transit currently provides commuter rail service on seven corridors in the GTHA, using conventional dieselelectric locomotives andnonpoweredbilevelcoachesinpushpullconfiguration. Inlate2008,MetrolinxpublishedaRegionalTransportationPlanTheBigMoveamultimodalvision for regional transportation to strengthen the economic, social and environmental sustainability of the GreaterTorontoandHamiltonArea.TheBigMovesetsoutafast,frequentandexpandedregionalrapid transitnetworkasakeyelementoftheplan.TheplanincludesestablishingExpressRailandRegional Railservicesatspeedsandfrequenciesthatcouldbeenhancedbysystemelectrification. ELECTRIFICATIONSTUDY Metrolinx has initiated a study of the electrification of the entire GO Transit rail system as a future alternativetodieseltrainsnowinservice.TheelectrificationstudyisexamininghowthefutureGOrail serviceswillbepoweredusingelectricity,enhanceddieseltechnologyoracombinationofthetwo when these services are implemented in the future. The report assesses the advantages and disadvantages of a full range of technology options, including ac and dc powered systems and alternative system technologies and enhancements. The report includes the existing GO Transit network, the proposed extensions to St. Catharines, Kitchener/Waterloo, Allandale, Bloomington, Bowmanville,aswellasthefutureAirportRailLink(ARL). POWERSUPPLYANDDISTRIBUTIONSYSTEMTECHNOLOGYASSESSMENT Abroadrangeofexistingandfuturepotentialelectrificationsystemtechnologiesthatcouldbeusedto provide power to the future GO rail services were identified. The system technologies considered includeddcelectrificationsystems,acelectrificationsystemsatcommercialfrequency,acelectrification systemsatnoncommercialfrequency,combinationofacanddcelectrificationsystemsandalternative systemtechnologiesandenhancements. A detailed assessment of the technologies was performed1 and the autotransformerfed system operating at 2x25 kV ac electrification voltage and commercial frequency of 60 Hz was selected and recommendedfordevelopmentofconceptualdesignandcostestimateoftheGOsystemelectrification. The chosen technology is fully compatible with the technology used by Agence Mtropolitaine de Transport (AMT) for electrification of their Deux Montagnes commuter line in suburban Montreal. In the event that the entire TorontoMontreal route is electrified in the future, VIA, freight and/or high speedtrainswillbeabletooperatealongthecorridorwithoutconflicts.
1
PowerSupplyandDistributionSystemAssessmentforMetrolinxSystemElectrification,reportpreparedbyLTKEngineeringServices.
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GOElectrificationStudyFinalReportAppendix7December2010
TRAINOPERATIONSIMULATIONANDELECTRIFICATIONSYSTEMMODELING A comprehensive computeraided train operation simulation and electrical system loadflow modeling wasperformedfortheoperatingscheduleincludedintheReferenceCase2.Thetrainsconsistedof10 bilevel cars hauled by electric locomotives on all corridors, except the Airport Rail Link, where 2car singlelevelelectricmultipleunittrainsweremodeled.Theresultsofthemodelingstudiesprovidedthe performanceoftherollingstockandthetractionelectrificationsystemforevaluationoftheconceptual designsuitabilityandadequacy.Further,thereportpredictedpowerdemandsateachsubstationand systemenergyconsumptionforestimatesoftheelectrificationsystemoperatingcosts. CONCEPTUALDESIGNDEVELOPMENT Based on the train simulation system modeling studies, the conceptual design of the system was developed.AssumingfullelectrificationofallthesevencorridorsandtheAirportRaillink,thesystem can be supplied with power using seven (7) traction power substations, 17 autotransformer stations, andfour(4)switchingstations.Inordertoprovidethesubstationtransformerswithsufficientpower and to maintain high reliability of supply, the transformers will be connected to high voltage transmissionnetwork,230kV,ofthelocalpowerutilityHydroOne.Inordertolimitprovisionofcostly high voltage transmission lines or cables, the traction power substations were located as close as possible to Hydro One substations. For redundancy purposes, each Metrolinx substation will include twoequallyratedtractionpowertransformers.Powerfromthetransformerstothepowerdistribution system and eventually the trains, will be delivered via wayside switchgear arrangements required for controlandprotectionoftheoverheadcontactsystem(OCS).
TheReferenceCasedescribesexistingattributesandplannedenhancementsofGOsrolling stock,railinfrastructureandserviceslevelsasabasisforidentifyingandcomparingrolling stockandelectrificationsystemtechnologiesthatcouldbeusedforfutureservices.
vii
1. INTRODUCTION 1.1. PurposeandObjectiveoftheReport

Metrolinx is considering electrification of its GO transit system. All GO system corridors originate at TorontoUnionStationandradiateouttothewest,east,andnorthofToronto.Includingtheplanned expansions to Bowmanville, St. Catharines, Kitchener, Allendale, as well as the Airport Rail Link, the systemisplannedtoexpandtoanultimatenetworkof316routemilesor508routekilometres. The objective of the report is to perform a conceptual system design based on a comprehensive computeraidedtrainoperationsimulationandelectricalsystemloadflowreport.Theloadflowreport takesintoaccountallrelevantrollingstockperformancecharacteristics,trackalignmentinfrastructure data,electrificationsystemparametersandtrainoperationdata.Basedonthefleetsizeandconceptual systemdesign,capitalcostsareestimated.Theoperationandmaintenance(O&M)costsarebasedon power demand requirement, energy consumption, the estimated workforce needed to operate and maintaintherollingstockandtheelectrificationsystemandincludingestimatedcostofmaterialsand sparepartsrequired. Thereportincludesthefollowing: Systemoperationmodelingandloadflowsimulationtoidentifytherequirednumberofsubstations, autotransformerstations,andswitchingstationsforthepreferredtechnology Identificationofpreliminarylocationsofthetractionpowersubstations,autotransformerstations, andtheswitchingstations Determinationoftherequirednumberandratingofpowertransformersineachfacility Establishment of conductor sizes and materials for the overhead catenary system and the feeder system Calculationofsubstationpowerdemandsandenergyconsumption
DocumentDefinitionsandGlossaryofTermsarepresentedinAppendixA.
1 GOElectrificationStudyFinalReportAppendix7December2010
1.2. ScopeoftheReport
ThereportwillconsiderthefollowingcorridorsforelectrificationasshowninTable11. Table11RailCorridorsConsideredforElectrification ApproximateDistance Line From Via To (miles) Lakeshore West Lakeshore East Milton Georgetown Barrie RichmondHill Stouffville Airport Link TheTableshowsthelengthsofeachindividualroute,withsegmentssharedbytwoormorelinesbeing reflectedineachline.Forexample,bothLakeshoreWestlines,toHamiltonTH&BandtoSt.Catharines, includethelengthoftheUnionStationtoHamiltonJunctionsegment.Thetableincludestheexisting GOnetwork,andtheproposednetworkexpansionstoSt.Catharines,Kitchener,Allandale,Bloomington, Bowmanville,aswellasthefutureAirportRailLink. Rail Toronto, Union Station HamiltonTH&B HamiltonJunction St.Catharines Pickering Meadowvale Georgetown BarrieSouth RichmondHill Kennedy AirportJunction Bowmanville Milton Kitchener Allandale Bloomington Lincolnville Lester Airport B. Pearson 71.2 42.9 114.6 69.0 50.2 100.7 101.4 45.9 50.0 24.8 39.9 (km) 64.2
31.2 62.6 63.0 28.5 31.1 15.4
1.3. SourcesofReportData
Thereportevaluationswerebasedondatadevelopedunderseparateefforts,including: OperationsAnalysisandOperatingPlanDevelopment,reportpreparedbyCANAC,Inc. NetworkOptionEvaluationReport,reportpreparedbySDG
Numerous photographs are presented throughout the report to illustrate the various technology optionsandelectrificationsystemsinservicetoday.ThephotographsweretakenbyLTKemployees.
1.4. ReportStandards
Theworkinthereportwasperformedincompliancewiththefollowingstandards: CSA3C22.3No.8M91 AREMA4 RailwayElectrificationGuidelines ManualforRailwayEngineering
1.5. ReportPresentation
This report is presented in a single volume containing the main body of the report and Appendices. Further information on the electrification technologies can be found in the following companion reports: Rolling Stock Technology Assessment for Metrolinx GO System Electrification. The report evaluates number of rolling stock technologies and concludes that the most suitable technologies for Metrolinx GO system electrification are the electric locomotive hauled trains, the electric multiple unit (EMU) trains,andthedualmodelocomotivehauledtrains. Power Supply and Distribution Systems Technology Assessment for Metrolinx GO System Electrification.Thereportevaluatesnumberofelectrificationsystemtechnologiesandconcludesthat the most suitable technology for Metrolinx Go system electrification is the 2x25 kV autotransformer system operating at commercial frequency of 60 Hz and supplying overhead contact system (OCS) consistingofcatenaryandfeedersystems.
3CanadianStandardsAssociation 4AmericanRailwayEngineeringandMaintenanceofWayAssociation
2. CONFIGURATIONOFTYPICALAUTOTRANSFORMERFEDELECTRIFICATIONSYSTEM 2.1. BasicSystemDefinitions

Traction Electrification System (TES) provides electrical power to the trains by means of the traction powersupplysystem,tractionpowerdistributionsystem,andtractionpowerreturnsystem.Ingeneral, eachsystemiscomprisedofthefollowing: TractionPowerSupplySystemincludestractionpowersubstationslocatedalongtherouteat predeterminedlocations Traction Power Distribution System consists of the OCS, along track feeder system, autotransformerstationsandswitchingstations TractionPowerReturnSystemcomprisedoftherunningrails,impedancebonds,crossbonds, and the ground (earth) itself. In addition, the system is also equipped with static wires and groundingconnections
The traction power supply system delivers power to the distribution system. The trains collect their propulsionpowerfromthedistributionsystembymeansofpantographsandreturnthepowertothe substationsviatherailsandthetractionpowerreturnsystem.
2.2. AutotransformerFedSystemOverview
Atypicalconfigurationofanautotransformerfed(ATF)systemispresentedinFigure21.
TRACTION POWER SUBSTATION
THREE-PHASE HIGH VOLTAGE UTILITY SYSTEM WITH PHASE-TO-PHASE CONNECTION
A B C A B C
AUTOTRANSFORMER STATION
SWITCHING STATION
TRANSFORMER PRIMARY WINDING TRANSFORMER SECONDARY WINDING MEDIUM VOLTAGE SWITCHGEAR FEEDER BUS TIE CIRCUIT BREAKER FEEDER BUS INCOMING CIRCUIT BREAKER
CATENARY BUS TIE CIRCUIT BREAKER CATENARY BUS INCOMING CIRCUIT BREAKER CATENARY SYSTEM (OCS) CIRCUIT BREAKERS
SINGLE-PHASE FEEDER SYSTEM

FEEDER 1 FEEDER 2
SINGLE-PHASE CATENARY SYSTEM

TRACK 3 TRACK 1 TRACK 2 TRACK 4
FEEDER SYSTEM CIRCUIT BREAKERS
TRACTION POWER RETURN SYSTEM - RAILS, STATIC WIRE, AND GROUND
NOTES: 1. 2. ALL HV, BUS INCOMING, FEEDER, AND CATENARY CIRCUIT BREAKERS ARE NORMALLY CLOSED. ALL BUS TIE CIRCUIT BREAKERS ARE NORMALY OPENED.
SYMBOLS: TRACTION POWER TRANSFORMER AUTOTRANSFORMER OVERLAP PHASE BREAK HIGH VOLTAGE CIRCUIT BREAKER MEDIUM VOLTAGE CIRCUIT BREAKER
Figure21TypicalConfigurationofACAutotransformerFedElectrificationSystem
Thesubstationspacing dependsontherollingstockpowerdemand,trainconsistsize,trainoperation characteristics and the electrification system design. Typical substation spacing for the autotransformerfed ac electrification system is approximately 5060 km. Since the traction power substationsarelocatedatsuchwidespacing,substationswillnormallysupplypowertoseveraltrainsat thesametime,andrelativelyhighpowerdemandcanbeexpectedonthetractionpowertransformers, typicallyrated20MVAto40MVAeach.Withsubstationsatsuchlongspacingandthetractionpower transformers feeding relatively high load, strong and highly reliable utility connections are required, typicallyat115kVor230kVinputvoltage. Since the traction distribution system is singlephase, the traction power transformers are also single phase with primary windings connected to only two phases of the local power utility threephase transmission network. This connection will exert unequal loading on the each of the three phases, therebycreatingacertainamountofunbalanceintheutilitysystemvoltagesandcurrents.Inorderto mitigate the effects of the unbalanced voltages and currents, the transformer primary winding connections should be alternated at successive transformers, for example, AB, BC, CA, and so on. Such connections will help to balance the utility system somewhat, but will cause adjacent catenary sectionstooperateatdifferentphases. Modern autotransformerfed systems operate at 2x12.5 kV ac or 2x25 kV5 ac electrification voltages, withthe2x25kVsystembeingtheworldstandard.Thesubstationtransformersecondarywindingsare woundwithacentertapwhichisgroundedandconnectedtothereturnsystemrails.Forexample,ina 2x25kVautotransformersystem,thetransformersecondarywindingis50kVandisconnectedtothe feederandthecatenarycircuits. At regular intervals, 812 km apart, autotransformer stations are installed, typically with one or two autotransformers. The purpose of the autotransformers is to transform the 50 kV feedertocatenary voltageto25kVcatenarytogroundvoltage.Inthismanner,thepowerisdistributedalongthesystem at 50 kV and the power is utilized by the trains at 25 kV. This is very advantageous, as the autotransformerfed system can achieve substation spacing comparable to 50 kV directfed systems withouttherequirementforclearancesnecessaryforelectrificationsystemoperatingat50kV. At substations and at approximate midpoint between substations, phase breaks are installed in the catenary system to separate sections of catenary system operating at different phases. The feeder system is provided with a gap for the same reason. Adjacent to the catenary phase breaks and the feedergaps,waysideswitchingstationsareinstalledtoenableswitchingoperationsofthecatenaryand feedersystemsintheeventofsubstationfailure. Power from the supply transformers and autotransformers is delivered to the catenary and feeder circuits via medium voltage switchgear installed in buildings or by outdoor, polemounted circuit breakers.
Itshouldbenotedthatforthe2x25kVautotransformerfedsystemtheautotransformervoltageratingsareasfollows:primarywinding50
kV(feedertocatenary),andsecondarywinding25kV(catenarytorail).Sincethefeedertorailandcatenarytorailvoltagesareboth25kV, thesystemgainedthename2x25kV.Becauseofalmostuniversalacceptanceofthenameintheindustry,theautotransformerfedsystem willbereferredtoas2x25kVinthisstudy.Similarly,adirectfedsystem,beinginstalledwithcatenarysystemonly,willbereferredtoas 1x25kVsystem.
2.3. TractionPowerSupplySystem UtilityPowerSupply

Thetractionpowersubstationswillreceiveelectricalpowerfromthelocalutilitycompany,HydroOne, athighvoltageof230kV.Foreconomicreasons,thetractionpowersubstationsshouldreceivepower directlyfromthepowerutilityhighvoltagesubstationsortransmissionlineslocatedincloseproximity totherailcorridors. Connectionstotheutilityhighvoltagesystemisrequiredtoensureoptimalsupplyreliabilityandtolimit voltageflicker,phaseunbalance,andharmonicdistortionthatmayresultfromtheadditionofthehighly fluctuating,singlephase,andnonsinusoidaltractionloads. Itisdesirabletosupplyeachtractionpowersubstationbytwohighvoltagelinesthatareelectricallyas independentofeachotheraspossible.
SubstationEquipment
The substations will include all the necessary equipment to transform and control the ac voltage betweentheutilitycompanyandthetractionpowersystemvoltagewhichisusedbytherollingstock. Atypicaltractionpowersubstationincludesthefollowingmajoritemsofelectricalequipment: Highvoltagesupplylineterminationstructures Highvoltagecircuitbreakersanddisconnectswitches Tractionpowertransformers Mediumvoltagecircuitbreakersorswitchgearassemblies ACfeedersupportinggantriesandreturncables Substationauxiliarypowertransformers Signalandcommunicationspowersupplysystems,ifdesired Substation control building enclosure housing protective devices, programmable logic controllers and supervisory control and data acquisition systems, instrumentation, indication, annunciation, lighting,temperaturecontrolsystem,andsubstationbattery Busbarsandbusconnections Powercables,controlcables,andlowvoltageauxiliarypowerwiring Insulation and grounding systems, raceways, conduits, ductbanks, and other miscellaneous equipment Substationgroundmat Substationspecialequipment,ifnecessary
Duetothelargeelectricalclearancesrequired,highvoltageequipmentoftractionpowersubstationsis typicallyinstalledoutdoors.Eachitemofequipmentisdeliveredtothesiteseparatelyandinstalledon preparedfoundationsorfootings.
Switchgear, protective relays and control equipment are normally installed in prefabricated or field constructedbuildings.Optionally,themediumvoltagecircuitbreakersmaybeinstalledoutdoors.
HighVoltageCircuitBreakersandDisconnectSwitches
Thefunctionofthehighvoltagecircuitbreakersistodisconnectthetractionpowertransformersfrom theutilitysystemfollowingafault,severeoverloadcondition,orformaintenance.Eachcircuitbreaker shouldbeequippedwithdisconnectswitchestoprovidevisibleconfirmationofisolationofthecircuit breakerduringmaintenance.
TractionPowerTransformers
The substation traction power transformers stepdown the utility power from high voltage to distribution voltage. Normally, each substation is equipped with two equallysized transformers, but one transformer substation can be acceptable in the event that real estate constraints exit. Each transformer should be rated to be capable of handling the entire substation load and to allow for continuous system feeding in the event of outage of one of the utility feeders, transformer, or other itemofhighvoltageequipment. The transformer primary winding is a simple singlephase winding. The secondary winding of each transformerisequippedwithcenterpointwhichisgroundedandconnectedtotrackrails.Fora2x25 kVsystemthesecondaryvoltageis50kVprovidingtwo25kVvoltagessuitableforsupplyofthefeeder andcatenarysystems.
MediumVoltageSwitchgear/CircuitBreakers
Eachtractionpowersubstationincludesalineupofacindoorswitchgearoroutdoorcircuitbreakersto distribute power to the feeder and catenary systems, auxiliary power supply transformers, and substation special equipment, if installed. In conjunction with the high voltage circuit breakers, the mediumvoltagecircuitbreakersalsoisolatethetractionpowertransformers.Theswitchgearorcircuit breakersshouldbeconfiguredtoincludemainincomingcircuitbreakers,feederandcatenarybusbars with bustie circuit breakers, and the appropriate number of feeder and catenary system circuit breakers. Power to the overhead distribution system is supplied via feeder and catenary circuit breakers. The functionofthecircuitbreakersistoprotecttheoverheaddistributionsystemagainstshortcircuitsand toenablesystemoutagesforthepurposeofequipmentmaintenance.Itisrecommendedtoequipeach maintrackandfeedingdirectionwithitsowndedicatedcircuit breaker.Thus,foratwotracksystem operatingintheeastwest(ornorthsouth)directions,thefollowingfeederandcatenarycircuitbreakers wouldberequired: Circuitbreaker1Track1east(ornorth) Circuitbreaker2Track1west(orsouth) Circuitbreaker3Track2east(ornorth) Circuitbreaker4Track2west(orsouth)
The substation and switching station feeder and catenary busbars need to be equipped with bustie circuitbreakers.Thebustiecircuitbreakersarenormallyopenandareclosedonlywhentwoadjacent
sectionsofthedistributionsystemneedtobeconnectedintheeventofatractionpowertransformeror substationoutage. The substation auxiliary system can be protected by fuses or circuit breakers. The substation special equipment,suchasphasebalancingequipment,harmonicfilters,orpowerfactorcorrectionequipment shouldbeconnectedtothesubstationbusbarviacircuitbreakersorcircuitswitchers. Additionally, the use of a dedicated circuit breaker for the rolling stock maintenance facility is recommended.
SubstationSpecialEquipment
In special circumstances, and depending on specific system and rolling stock design features, the traction power substations may also contain harmonic distortion filters, power factor correction equipment,andstaticVArcompensators(SVCs)asbrieflydescribedbelow: HarmonicFilterstolimitindividualharmonicandtotalharmonicdistortionatthepointofcommon couplingofthetractionpowerandutilityequipment PowerFactorControlEquipmenttocontrolthepowerfactoratthepointofcommoncouplingof thetractionpowerandutilityequipment Static VAr compensators to limit the traction power substation unbalance caused to the power utility system, filter harmonics, and maintain bus voltage by supplying reactive power into or drawingreactivepowerfromthesystem
Theactualneedforsuchequipmentcanbedeterminedbyperformingafollowupreporttoevaluatethe impact of traction power system loads onto the power utility system. Such report should determine busbar voltage unbalance and current unbalance in nearby generators. Further, the report should calculateindividualandtotalharmonicdistortionofvoltageandcurrent,especiallyintheevent,thatthe power utility has capacitors and filters installed on the high voltage system. Finally, the load power factorshouldbecalculated. The results of the studies should be compared with limits previously agreed with the power supply utilitycompany,anddecisiononanyspecialequipmentrequirementscanbemadeaccordingly.
2.4. TractionPowerDistributionSystem Feeder/CatenarySystem

In the autotransformerfed system, traction power from substations is distributed to trains by the overheadautotransformerfeederandcatenarysystems.Thesubstationstransformersutilizeacenter tapped secondary winding where the autotransformer feeder system is connected to one end of the substationtransformersecondarywindingandthecatenarysystemisconnectedtotheotherendofthe winding through medium voltage switchgear. The secondary windings center tap is tied to the rail/staticwire/groundpowerreturnsystem. For two track highdensity train operation, two alongtrack feeders, one for each track, are normally providedforredundancyinthesystem.
PhaseBreaks
Asalreadymentioned,theprimarywindingsofeachtractionpowertransformerareconnectedtoonly twophasesofthepowerutilitythreephasesystem.Inordertomitigatetheutilitysystemunbalance, thetwophaseconnectionsarerotated.Forexample,thefirsttransformercanbeconnectedtophases A&B,thesecondtophasesB&C,thethirdtophasesC&A,andsoonforeachsuccessivetransformer. Rotating the transformer connections causes the secondary windings of adjacent transformers to be outofphase.Inordertoelectricallyseparatethesectionsofdistributionsystemwhichareoperatingat differentphases,phasebreaksareinstalledintheoverheadcatenarysystematthesubstationsandat switchingstations.Theautotransformerfeedersarealsosectionedatthelocationsofphasebreaksby usinginsulators.
SwitchingStations
In order to provide for the autotransformer feeder and catenary system switching in the event of substation outages, switching stations are provided between each pair of adjacent substations. To facilitate the overhead system switching operations, each switching station is equipped with medium voltage indoor switchgear or outdoor circuit breakers. The circuit breakers are configured in two sections.Theautotransformerfeedersectionincludescircuitbreakersoneachsideofthesectionalizing pointandabustiecircuitbreaker.Similarly,thecatenarysectionincludescircuitbreakersoneachside of the phase break and a bustie circuit breaker. The autotransformer feeder and catenary circuit breakers are normally closed and the bustie circuit breakers are normally open. The feeder and catenary circuitbreakers ofeachtrackareintendedtobearrangedsothey operatemechanicallyand electricallytogether.Thepurposeofthebustiecircuitbreakersistoconnecttheadjacentsectionsof thedistributionsystemintheeventofsubstationoutage.
AutotransformerStations
Autotransformer stations are an integral part of the autotransformerfed system. Since substation to switchingstationspacingisoftenlarge,eachsectionofthedistributionsystemmaybeequippedwith oneormoreautotransformerstations.Theautotransformerstationsareinstalledeitherbetweenthe substationandtheswitchingstationorbetweenthesubstationandendofthelineinordertoimprove the voltage profile along the system by transforming the feeder/catenary voltage to catenary/rail voltageusingautotransformers.Further,theautotransformerstationsparallelthecatenaryandfeeder circuitsofthetwotracksandprovideelectricalsectioningpointswithinthesystem. Each autotransformer station is equipped with medium voltage indoor switchgear or outdoor circuit breakers configured in a similar arrangement as in the switching stations. However, since the autotransformer feeder and the catenary voltages on either side of the autotransformer stations are alwaysofthesamephaseandmagnitude,thereis noneedforbustiecircuitbreakers.Forthesame reason,overlapsorsectioninsulatorsareusedinautotransformerstationsinsteadofphasebreaks.
BenefitsofAutotransformerStationsandSwitchingStations
A key advantage of this arrangement is that the switchgear in the switching and the autotransformer stationsenablessectionsofthedistributionsystemtobedisconnectedfollowingafaultorforroutine maintenance. The switchgear is configured to permit paralleling of the overhead distribution system conductorsinmultipletrackareas.Theconductorparallelingdecreasestheeffectivesystemimpedance between substations and trains which improves the train voltage profile along the system. The parallelingalsoprovidesforcurrentsharingbetweenconductorsofadjacenttracksandimprovessystem faultdetection.
Autotransformers
Intheautotransformersystem,thecatenaryrailvoltageisdeliveredbythefeedercatenarydistribution system via autotransformers. Autotransformers are installed at each autotransformer station and at each switching station to transform the feedertocatenary voltage to catenarytorail voltage. The autotransformerwindingratiomustcorrespondtothedistributionvoltage(feedertocatenary)andthe tractionvoltage(catenarytorail)ratio. The autotransformerfed system enables power to be distributed along the system at higher than the trainutilizationvoltage.Forexample,inthe2x25kVautotransformersystem,powerisdistributedat50 kV(feedertocatenary)whilethetrainsoperateat25kV(catenarytorail).Thisarrangementresultsin a system with lower voltage drop along the alignment than is possible with 25 kV directfed system, resultinginanimprovedtrainvoltageprofilealongtheline. Similarlytothesubstationtransformers,theautotransformersareconstructedandtestedinaccordance withIEEE57seriesofstandards.Theautotransformercoilsshouldbealsoprovidedwithextrabracing towithstandpulsatingradialandaxialforcesduetothehighlyfluctuatingtractionload.
2.5. TractionPowerReturnSystem ReturnSystemConductors

Thetractionpowerreturnsystemconsistsoftherunningrails,impedancebonds,crossbonds,overhead staticwires,returnconductors,andtheground(earth)itself.Bothrunningrailsofeachtrackserveas return conductors, except at special trackwork locations where electrical continuity is provided by jumpercablesconnectedtotherails. Inordertoenablebothrailstocarrythereturncurrentandtomaintainthedoublerailsignallingtrack circuits for broken rail protection commonly used by North American railroads, any existing dc track circuitsmustbechangedtoactrackcircuitsusingadifferentfrequencyfromthe60Hztractionpower system,forexample100Hz.
ReturnSystemContinuityandGrounding
Atlocationsrequiringinsulatedrailjoints,theelectricalcontinuityofthereturnsystemismaintainedby theuseofimpedancebonds.Therunningrailsshouldbecrossbondedfortractionpowerequalization throughimpedancebondsateverytractionpowersubstationandasrequiredbythedesignofthesignal and/or train control systems. The crossbonds are periodically connected to the static wire which is used to connect the supporting structures of the feeder and catenary systems. The static wire is grounded at frequent intervals. The result, based on current division, is that, portions of the return currentflowintherails,thestaticwire,andtheground. The purpose of this design is to reduce the effective return system resistance and provide as low an impedance return system as possible in order to limit voltage rise along the rails (railtoground potentials),andtoimprovecatenaryfaultdetectionbycreatingsufficientlyhighshortcircuitcurrents. Particularattentionshouldbepaidtoreturnsystemgroundingarrangementsat,andinthevicinityof, passengerstationstoavoidundesirablevoltagerisebetweenthestationmetallicstructures,rails,and consequently,trains. Thecrossbondgroundingmustbecoordinatedwiththesignalsystemdesign.
2.6. NormalAndContingencySystemOperation ContinuityofSupply

The power supply, distribution, and return systems should be designed so that adequate propulsion power continues to be supplied to the system under normal and contingency operation. Therefore, electricalcontinuitymustbeprovidedinthedistributionsystemfromsubstationstoswitchingstations undernormaloperatingconditionsandundersingletractionpowertransformeroutage.Additionally, electrical continuity must be provided from substationtosubstation under full substation outage conditions. Atthesubstations,autotransformerstations,andswitchingstations,thedistributionsystemcontinuity isprovidedbythenormallyclosedfeederandcatenarycircuitbreakers.Intheeventthatafeederor catenarycircuitbreakerneedstobeopenedforrepairormaintenance,twoapproachesarepossible: Provisionofhandoperatedormotoroperatedoutdoororindoortypebypassdisconnectswitch Provision of a transfer bus and an additional circuit breaker which can substitute for any circuit breakerviathetransferbus
Thedistributionsystemshouldbesectionalizedintoelectricalsectionstolimitthelengthofthetrackto be deenergized following a fault or for system maintenance. The sectioning can be performed at substations, autotransformer stations, and switching stations, as well as at interlockings where crossoversandturnoutsareinstalled.
NormalOperation
Duringnormaloperationofthepowersystem,i.e.,whenallmajorcomponentsofthesystem,suchas substation transformers, feeders, and autotransformers, are inservice, the system will maintain rated train operating performance during peakhour traffic conditions. This includes providing full performancetrainvoltagelevelstoallowsimultaneousstartingoftrains.
ContingencyOperation
Normally, each traction power transformer feeds its own section of system. During a substation transformeroutage,continuityofsupplytothatsectionisachievedbyclosingofthesubstationfeeder and catenary system bustie circuit breakers. The remaining substation transformer then feeds both sectionsofthesystem. Each traction power transformer in a substation is recommended to be supplied by an independent, dedicated transmission line. In this event, an outage of entire substation is unlikely. Nevertheless, provisionforsuchacontingencyshouldbemadeinthesystemdesign.Followinganoutageofanentire substation, the neighbouring substations should maintain continuity of supply. Therefore, each substationmustbecapableofsupplyingitsownsectionofthesystemaswellastheadjacentsections previouslysuppliedbytheoutofservicesubstation.Thisisfacilitatedatswitchingstations.Duringa substationoutage,thenormallyopenswitchingstationfeederandcatenarybustiecircuitbreakersare closed,thusextendingthesupplyareasofthehealthysubstationsinoperation. Whenasubstationatthe endofthesystemisoutofservice,theendofthelineissuppliedfromthe closestoperatingsubstationbyclosingbustiecircuitbreakersintheswitchingstationandtheoutaged substation.
2.7. AutotransformerFedSystemFacilities
ACsystemsubstationshaverequirementsforequipmentthatsupportshighvoltageelectricalinputand mediumvoltageoutput.Therequirementsforelectricalclearancesdictatethatmostofthesubstation equipmentbeinstalledoutdoors. Typical2x25kVsubstationisshowninFigure22andtypical2x25kVautotransformerstationisshown in Figure 23. Both installations are from Amtraks Northeast Corridor electrification system, New Haven,CTtoBoston,MA.
Figure22Typical2x25kVSystemSubstation
Figure 23 Typical AutotransformerStation
2x25
kV
System
Visual impact of a typical twotrack catenary and feeder system is illustrated in the Figure 24. At overlapsandatinterlockingsthevisualimpactishigherthanshown.
Figure 24 Typical TwoTrack 2x25 kV OCS and FeederSystemwithSidePoleConstruction
TheOCSpolesareinstalledatbothsidesofthetrackandarespacedapproximately5560maparton tangenttrack,withthespacingdecreasingprogressivelywithdecreasingradiusofcurves. Visual impact of a typical multitrack catenary and feeder system is illustrated in the Figure 25. For multipletrack OCS and feeder system portal structures are used. The portal construction can be extended to accommodate practically any number of tracks. The portal spacing is comparable to the OCSpolespacing.
Figure 25 Typical MultiTrack 2x25 kV OCS and FeederSystemwithPortalConstruction
3. TECHNICALCHARACTERISTICSOFACELECTRIFICATIONSYSTEMS 3.1. General

Theelectrificationsystemincludesthefollowingimpacts: PowerUtilityImpactonutilityorcustomersystems ElectromagneticFieldImpactonhumans ElectromagneticInterferenceImpactonotherequipment
3.2. PowerUtilityImpact
Power Demand Characteristics. Power demand of traction power supply systems is significantly differentfrompowerdemandproducedbytheusualutilityloads.Althoughthereareexceptions,most of the utility loads are relatively slowly changing, well distributed amongst the three phases of transmission and distribution circuits, nearly sinusoidal, and typically with high power factor. Occurrence of short circuits is moderate especially on transmission circuits. As discussed below, the same cannot be said about the traction loads, as they are highly fluctuating, singlephase, contain harmonics,andthesystemissubjecttohigheroccurrenceofshortcircuits. PowerFluctuation.Tractionpowerdemandisofahighlyfluctuatingnature.Thisisaresultofabrupt, impulselike changes in power requirements of trains as they accelerate and decelerate, as they encounterorleavetrackgrades,andastheyenterandleavedistributionsystemfeedingsections.The magnitudeandfrequencyoftheimpulsesincreaseduringpeaktime(rushhour)periodsofoperationas longertrainsoperateatshorterheadways. PhasetoPhase Connections. AC electrification system traction loads are singlephase and are connected to a utility threephase system phasetophase. The unequal phase loadings of the three phasescausetheutilitysystemcurrentstobeunbalanced.Thedifferentcurrentsineachphasecause unequalvoltagedropsinthethreephaseutilitynetworkandthiscausestheutilityvoltagesandcurrents tobeunbalanced. HarmonicContent.Thetrainloadontheelectrificationsystemsubstationsconsistsofnumberofsingle carand/ormulticartrainsoperatingsimultaneouslyonthesystem.Thepowerelectronicsoftherolling stockpropulsionandauxiliarysystemsgenerateharmoniccurrents.Theharmoniccurrentsgenerated bytherollingstockproduceharmonicvoltagesalongthetractionpowerdistributionsystemandinject harmonicsintotheutilitypowersupplysystem.However,theharmonicsofrollingstockequippedwith modernpropulsionsystemsusingintegratedgatebipolartransistor(IGBT)basedpropulsionconverters areusuallynegligibleandinmanycasescanbeignored. Ifitisfoundnecessarytolowertheharmoniccontent,filteringequipmentinstalledonboardtherolling stockoftensatisfiestherelevantstandards. SystemFaults.Tractionpowerdistributionsystemsaresubjectedtofaultsandshortcircuitsinagreater degree than utility power systems. This is mainly due to relatively low overhead system clearances, whichareoftenfurtherreducedunderbridgesandintunnels,andduetoarelativelylargenumberof supportinsulatorsusedperkilometreofthesystem. PowerFactor.Lowpowerfactorhasbeenaconcerninthepastwhenrollingstockwasequippedwith thyristorcontrolledpropulsionequipment.Today,modernrollingstockisinvariablyutilizingpropulsion
systemswithIGBTbasedfourquadrantconverterswhichcanbedesignedtooperatewithpowerfactor approachingunity. Power Demand Impact. The traction load is likely to have some effect on the utility power supply system and, in most onerous cases, on other adjacent systems and subsystems. The power demand fluctuationmaycauseavoltageflickeratutilitybusbars.Thisflickermaycausecustomerlightflickering and may affect the operation of some electronic equipment. Also, the fluctuating currents flowing in thetractionpowersupplyequipmentcancausepulsatingforceswhichcanbeofsignificantmagnitude, andtherefore,canbepotentiallyharmfultosubstationequipment. The voltage and current phase unbalance causes flow of negative sequence current in the rotors of rotatingmachineryandmayincreaseheatingofutilitygeneratorsandutilitycustomermotors. The rolling stock injects harmonic currents into the traction power distribution and return systems where they are combined with any existing harmonics of the power utility system. The harmonic currentsproducevoltagedropsatharmonicfrequenciesattheutilitybusbars,andinturn,thedistorted busbarvoltagesproduceharmoniccurrentsinthebusconnectedequipment.Theharmonicsmaycause malfunctionofsomeelectronicequipment,EMIintowaysideequipment,increasedequipmentheating and,inseverecases,resonanceoftheutilitysystem.Asalreadymentioned,modernpropulsionsystems equippedwithintegratedgatebipolarthyristorconvertersexhibitverylowharmonics. DuetoOCSimpedance,rollingstockoperatingwithlowpowerfactorscausesvoltagedropintheOCS resistanceandreactance.Bycomparison,modernrollingstockwithpowerfactorclosetounitycauses voltagedropsmainlyintheOCSresistancewhilethereactivevoltagedropissignificantlyreduced.Since the OCS reactance is typically three to four times larger than the resistance, a significant reduction in voltagedropcanbeachievedandthetractionpowersubstationscanbelocatedfurtherapart. The short circuit current may cause EMI into wayside equipment, voltage dip at utility busbars, and pulsatingforcesinsubstationequipment. Ingeneral,theimpactofmoderntractionelectrificationsystemandthevehiclepropulsionequipmentit supplies on the power utility system is relatively minor, and remedial measures are seldom required. However,correctiveequipment,intheformofphasebalancingequipment,harmonicfilters,andpower factorcorrectionequipment,isavailable,shoulditberequiredinaparticularsituation.
3.3. ElectromagneticFieldImpact6
Electromagnetic Fields (EMF). Flow of ac power produces two types of fields, electric fields and magnetic fields. Both, electric and magnetic fields are present in electric rolling stock, in electrical substations,andalonganelectrifiedrailroad. EMFStudies.Numerousepidemiologicalstudiesandcomprehensivereviewshaveevaluatedmagnetic field exposure and risk of cancer in children7,8. Since the two most common cancers in children are
6 This section has been prepared using information from National Cancer Institute (NCI) website www.cancer.gov and from World Health Organization(WHO)websitewww.who.int. 7A.Ahlbom,E.Cardis,A.Green,M.Linet,D.Savitz,A.Swerdlow,ReviewoftheEpidemiologicLiteratureonEMFandHealth,Environmental HealthPerspectives2001,109(6),911933. 8WorldHealthOrganization,InternationalAgencyforResearchonCancer,Volume80:Nonionizingradiation,Part1,StaticandExtremelyLow frequency(ELF)ElectricandMagneticFields.IARCWorkingGroupontheEvaluationofCarcinogenicRiskstoHumans,2000,Lyon,France.
leukemia and brain tumours, most of the research has focused on these two types. A report in 1979 pointed to a possible association between living near electric power lines and childhood leukemia9. Among more recent studies, findings have been mixed. Some studies have found an association betweenelectromagneticfieldsandcancer,othershavenot. Currently, researchers conclude that there is limited evidence that magnetic fields from power lines causechildhoodleukemia,andthatthereisinadequateevidencethatthesemagneticfieldscauseother cancersinchildren.Researchershavenotfoundaconsistentrelationshipbetweenmagneticfieldsfrom powerlinesorappliancesandchildhoodbraintumours. EMF Limits. A number of national and international organizations have formulated guidelines establishing limits for occupational and residential EMF exposure. The exposure limits for EMF fields weredevelopedbytheInternationalCommissiononNonIonizingRadiationProtection(ICNIRP),anon governmental organization formally recognized by the World Health Organization (WHO), following reviews of all the peerreviewed scientific literature, including thermal and nonthermal effects. The standards are based on evaluations of biological effects that have been established to have health consequences. The main conclusion from the WHO reviews is that EMF exposures below the limits recommendedintheICNIRPinternationalguidelinesdonotappeartohaveanyknownconsequenceon health. In Canada there are no national standards for occupational and residential exposure to EMF. Health Canada, the department of the government of Canada, issueda Guideline document in 1999 which is enforcedthroughthefederalandprovincialregulationsandstandards. In USA, the American Conference of Governmental Industrial Hygienists (ACGIH) publishes recommended occupational exposure limits. Further, the Federal Communications Commission (FCC) andtheInstituteofElectricalandElectronicsEngineers(IEEE)publishtheirownstandards. Both,CanadaandUSAhavebeentakingpartintheInternationalEMFProjectcoordinatedbyWHO.The Projects missions include provision of coordinated international response to concerns about possible health effects due to EMF exposure and to facilitate development of internationally acceptable standardsforEMFexposure. Measurements Along Electrified Railroad. Electric Research & Management, Inc. (ERM) performed a surveytoquantifythelevelsofextremelylowfrequency(ELF,33,000Hz)electricandmagneticfields (EMF)andradiofrequency(RF,300kHzto50GHz)electricfieldsnearelectricfacilitiesalongAmtraks Northeast Corridor (NEC) between New Haven, CT, and Boston, MA. This work was sponsored by the Federal Railroad Administration (FRA) and contracted to ERM with oversight by the Volpe National TransportationSystemsCenter. According to EMR10, the maximum ELF electric and magnetic field readings were compared with exposure limits in the American Conference of Industrial Hygienists (ACGIH) and Institute of Electrical andElectronicEngineers(IEEE)C95.6standards11.Noneofthelimitswereexceeded.
9N.Wertheimer,E.Leeper,ElectricalWiringConfigurationsandChildhoodCancer,AmericanJournalofEpidemiology1979,109(3),273284. 10DOT/FRA/RDV06/01,EMFMonitoringonAmtrak'sNortheastCorridor:PostElectrificationMeasurementsandAnalysis,October2006. 11IEEEC95.6,StandardforSafetyLevelswithRespecttoHumanExposuretoElectromagneticFields0To3kHz.
All radio frequency readings were logged directly as a percentage of the occupational FCC standard. Noneofthereadingsweregreaterthan3%ofthisstandard.Thus,allreadingswerealsolessthan3% oftheIEEEC95.112andACGIHoccupationallimits.Becausethegeneralpubliclimitsarelowerthanthe occupational by factor of 2.2, the electric field limits for the general public were similarly never exceeded.
3.4. ElectromagneticInterferenceImpact
General.Inthedirectfedsystemalltractioncurrentisflowingtothetrainalongtheentiresubstation toswitching station OCS length. Similarly, the current travels back to the substation along the entire return system length. The current in the catenary may induce electromagnetic fields in nearby signal and communication circuits and cause interference. The return current in the rails may cause an undesirablevoltagerise.Increasedpotentialsalongtherailscauseincreasedvoltagesbetweenrolling stockandplatform,withpossiblediscomfortforpassengersboardingandalightingtrains. Intheautotransformerfedsystem,themajorportionofcatenaryandreturncurrentsflowbetweenthe much closerspaced autotransformer stations or between an autotransformer station and a switching station,ofteninoppositedirections.Also,thecatenaryandfeederconductorsaremuchclosertoeach otherthantheOCSandrailinthedirectfedsystem.Therefore,theinductioneffectsarelowerandthe potential rise along the rails is lower in the autotransformerfed system than in the direct centerfed system. Dependingonthetrainpositionalongtheautotransformersystem,thecurrentinthefeedermayflowin the opposite direction than the current in the catenary. In this event, certain electromagnetic field cancelation occurs. This field cancelation mitigates, to some degree, the effects of electromagnetic interferenceonotherwaysideequipmentaswellascommunicationsandsignallingcircuits. Theinductioneffectsoccuratfundamentalandharmonicfrequencies.Theeffectsofinducedmagnetic fields on humans should be considered during electrification system design. Testing both inside the vehicle and at passenger boarding platforms should be verified per European standards EN50061 and DINVDE0848,part4.Thelimitfordcfieldexposureis1mT.Thelimitforacfieldsis500Tfrom1Hz to7.5Hz,fallinglinearlyonalogplotto3.75Tat1kHzandthenflatto30kHz. EMI/EMCPlan.EMIandElectromagneticCompatibility(EMC)Plansshouldbedevelopedfortherolling stock and the wayside communications and signal systems during preliminary design stage of any electrification project. All susceptible systems should be identified and characterized. Preliminary specificationsforConducted,InducedandRadiatedEMIshouldbedeveloped.Althoughnotapplicable atpresent,provisionsforCabSignalInterference(CSI)andPTCequipmentinstalledontherollingstock should be included as directed by Metrolinx. Emission limits curves should be developed for all potentialgeneratorsofEMI.Thelimitscurvesshouldbesufficientlylowerthanthesusceptibilitylimits toprovideacomfortablemarginofsafety. Limitsfortheindividualsubsystemsthatcomprisethevehiclemustbeestablishedinadvanceofbuilding the vehicle to have assurance that overall vehicle and train limits are met during manufacture. Subsequently,prototypelaboratoryEMCtestingshouldbeperformedduringmanufactureforallcritical systemsandforverificationofemissionlimitsbymeasurementduringfieldtesting.
12IEEEC95.1,SafetyLevelswithRespecttoHumanExposuretoRadioFrequencyElectromagneticFields,3kHzto300GHz.
ConductedEMI.Conductedemissionscanbeproducedbythewaysidetractionsupplyequipmentand the rolling stock. Care must be taken during the design phase of each to prevent generation of harmonic currents that could cause interference to the wayside track signal, communications system and the public power grid. These currents flow in the OCS, through the vehicle and return to the substation via the running rails. The conducted EMI testing only applies to vehicles that use external power from catenary. Selfpowered vehicles, such as diesel locomotives, are exempt from this requirement. Induced EMI. Induced interference results from highpowered electrical equipment on the vehicle inducingharmoniccurrentsinaloopdirectlyunderthevehicle.Theloopconsistsofthetwoinneraxles andtherunningrailsbetweenthem.Whenthevehiclepassoverimpedancebondsorsignalconnection points, interference is possible. Mitigation starts in the design phase with good EMI avoidance techniques.Laboratorytestingisdoneintheprototypestagetoverifythedesign.Finalwaysidefield testingisdonetoverifytheemissionlimits. Radiated EMI. Radiated interference can be generated from the vehicle and radiate through space similartoaradiotransmitter.Mitigationmethodsmustbetakeninthedesignphase.Theestablished limits should specify the frequency range and measuring distance and should be based on broadband EMI measured in dBV/m/MHz. The goal is to avoid destructive interference with railroad communications,signalandpublicradioandTVreception.Testing,includingafrequencyscan,should beperformedonthewaysidewithappropriateantennaeandRFspectrumanalyzer.Testingshouldbe carriedoutinatleastthreephases: Phase1BaseCaseperformedpriortoelectrificationcommencement Phase2Afterelectrificationiscompletedwiththelineenergizedandwithouttrains Phase3Lineenergizedwithatrainoperatinginfullaccelerationandbrakingmodes
Cab Signal Interference and Positive Train Control. As provisions for possible future CSI and PTC systems,appropriatenoiserejectingcabsignaltrackreceiversmustbeappliedtorollingstockequipped withacpropulsionsystems.TheverificationtestisdoneonboardthevehiclebymeasuringtheEMIat theoutputofthesetrackreceivers.ExcessiveCabSignalInterferencecouldresultincabsignalreliability orsafetyproblems.ItshouldbenotedthatCSIisaseparateitemfromconductedandradiatedEMI,and is often forgotten by foreign vehicle suppliers who are not familiar with cab signal systems in North America. ExistingWaysideSignals.Thedesignandoperationofexistingwaysidesignals,includinggradecrossing warningdevicesshouldbereviewedtodetermineifchangesarerequiredinordertoachieveEMCwith electrifiedterritorytoavoidsubsequentoperationalproblems. Traction Power Substations. Testing is recommended in the substations to verify the harmonics injectedbackintothepowerutilitygridarewithinIEEEStd.519limits.Thistestingshouldbeperformed onthewaysideatthesubstation.Thisisapowerqualityissue.
4. ROLLINGSTOCKSIMULATIONANDELECTRIFICATIONSYSTEMMODELINGMETHODOLOGY 4.1. Procedure

Thecomputerloadflowreportsimulationsareperformedinthefollowingsteps: Developmentofreportcriteria Developmentofrollingstockperformancecharacteristics Datacollection,including:

Routealignmentgradients,speedrestriction,andpassengerstationlocations Rollingstockphysicalandperformancecharacteristics Trainoperationdata,includingthetrainconsistsizes,schedules,routes,andpassengerstation dwelltimes Electrical network data, substations, paralleling stations, switching stations, OCS, and power utilitynetwork
Conversionofcollecteddataintocomputerinputdata Tripdurationcomputerrunsanddevelopmentofstringcharts Analysisoftripdurationandstringchartresults Collectionofelectricalpowerutilityparameters Conversionofelectricaldataintocomputerinputdata Electricalsystemcomputerruns,including:

Allequipmentinservicescenarios Contingencyconditionssuchassubstationsoutofservice
Analysisofelectricaloutputresults.Theanalysisincludesthefollowingcalculations:

Derivationoftrainvoltageprofilealongeachsystemroute Calculationoffeederandcatenarysystemcurrents Determinationofsubstationandautotransformerpowerdemands Determinationofsubstationpowerdemandsandenergyconsumptions
Basedontheanalysisoftheelectricalnetworkresults,theproposedelectrificationsystemconceptual designisverified. To develop a conceptual design of the electrification system, a comprehensive computeraided train operation and electrical system loadflow modeling and simulation is performed. Following are the assumptionsinthemodel.
4.2. ModelingFeatures
To develop a conceptual design of the electrification system, a comprehensive computeraided train operation and electrical system loadflow modeling and simulation is performed. The modeling was performedwiththefollowingfeatures: Train Operation. The Reference Case train schedule was used in the system modeling with train consistingoften(10)coacheshauledbyone(1)electriclocomotive. MaximumPerformance.Alltrainsaremodeledtooperateatmaximumaccelerationrate,maximum decelerationrateanduptothemaximumauthorizedspeed. SystemModeledinItsEntirety.Sinceitispossiblethatsomesubstationmaysupplymorethanone route and some switching stations and autotransformer stations may be serving more than one route, it is necessary to model the system in its entirety. Modeling of the system routebyroute wouldgiveunrealisticresults.
All corridors are included in the simulation, with the entire OCS network supplied by appropriately spacedandratedsubstations,switchingstations,andautotransformerstations.
4.3. EvaluationsPerformed
Detailedevaluationofthefollowingresultsisperformed: Voltage profiles along all electrified corridors. This is the most important set of results, as the voltage available to the train directly affects its performance. Unless the minimum train voltages areaboveminimumspecifiedvalues,thesystemdesign,suchassubstationlocations,willneedto bemodified. CurrentflowsinthefeedersandOCS.ThecurrentsinthefeederandOCSareusedtodefinethe switchgear rating, calculate the conductor temperatures, and verify adequacy of OCS conductor sizes. Powerdemandsandenergyconsumptionateachtractionpowersubstation.Thesubstationpower demands are used to determine continuous and overload ratings of major substation equipment. Energyconsumptionisusedtoestimatepossibleenergysavingsduetoregenerationofrollingstock. Also,thisdataisusedforestimatingthepowerutilitydemandandenergycharges.
Basedonthesimulations,adequacyoftheconceptualsystemdesignisverified.Thedesignismodified and rechecked in iterative fashion, as necessary. The system modifications may include change in substation or autotransformer station locations, adding an additional substations or autotransformer stations,ormodifyingratingoftransformers.
4.4. ComputerSimulationSoftwareUsed
The train operations and loadflow simulations were performed using computer software TrainOps Version 14. The software was developed by LTK Engineering Services (LTK) specifically to perform tractionpowerstudiesandisacomprehensivesoftwaretoolusedfordesignandanalysisofbothdcand ac traction power systems. TrainOps was developed by identifying key elements which exist in other tractionpowersimulators.Theseelementswereimprovedwherenecessary(i.e.traindispatchfile)and combinedwithahighlyaccuratemethodformodelingvehicleperformanceandpower/voltage/current
requirementsintoonecomprehensivetool.TheprogramiswritteninC++andisMicrosoftWindows basedwithmanyuserdefinablefeatures,includingcustomizablevehicleperformanceparameters. LTKstractionvehicle/electricalsystemsimulationsoftwareisuniqueintheindustryinseveralrespects. The performance of each train in the model is dynamically determined by the continuously varying voltage at the trains during the simulation, as occurs in the real world. Therefore, the program accurately models the tractive effort and current curves for the desired vehicle and automatically adjuststhesecurvesasthetractionpowervoltagevariesalongthetractionpowerdistributionsystem. Thissoftwarealsoallowsthesimulatortomodelveryaccuratelymodernacdrivesystemswhichinclude automatic, voltage dependent current or tractive effort limitations or adjustments, including detailed modelingofvehicleregeneration. TheTrainOpsmodelcanrepresentoneormoreroutesonwhichtrainsrun.Arouteconsistsofoneor more track segments on which the trains will operate under different operational criteria such as headway, train length, acceleration, deceleration and speed limits. In general, trains on each route operate independently of other routes in the model, except for the voltage dependency mentioned earlier. Any electrical connections between the route power supplies or distribution systems feeding morethanoneroutearecorrectlyrepresented. Theprogramproducesawidearrayofcolorgraphicaloutputs,whichaidintheanalysisofthetraction powersystembyvisuallydisplayingthedataratherthanprintingthedataintabularform.Theoutput chartsandgraphsincludethefollowing: Traintractiveeffortandcurrentvs.speed Trainspeedvs.timeanddistance Stringchartsforeachroute Trainvoltageprofileforeachroute Substationaveragepoweroverpredefinedtimeintervalsforeachsubstation Substationinstantaneouspowerforeachsubstation Substationenergyconsumptionforeachsubstation Feeder/catenaryRMScurrents
Otherimportantfeaturesincludemultiroutesimulationandpertrainscheduling.Thereisnolimitto the number of routes, or train types. All output is graphical and is produced directly by the program withoutexternalsoftwareormanualeffort.Thesimulatorusesmodernequationsolutionmethods(i.e. sparematrixtechniquesanddirectinversionofmatrixes),isveryfastandaccurate,andverylargeand complexmodelscanbesimulatedwithease. The TrainOps software uses a dynamic performance algorithm for adjusting the trains performance based on the instantaneous system electrical loading where most other simulators assume a fixed performancevalueirrelevantofactualtrainvoltage.TrainOpsuses"snapshots"atonesecondintervals toincrementthecalculationsofvehicleperformanceandthesystemelectricalload.TrainOpsusesthe trainsactualvoltageanditscorrespondingcurrenttodeterminetheloadonthetractionpowersystem. Asthesevalueschange,theavailabletractiveeffortisrecalculatedandappliedtotheperformanceof thetraintodeterminethetrainscurrentrequirements.Thisisperformedindividuallyforeachtrainon thesystemateachsnapshot.Thecalculationsaremodifiedeachtimethereisachangetothesystem,
and consequently, train locations vary slightly from run to run due to actual performance associated witheachtrainsactualtrainvoltage.Therefore,eachtrainonthesystemaffectsallothertrainsonthe systemandviceversa. Each trains performance is individually calculated based on local conditions and the subsequent locationofeachtrainupdated.Theelectricalsystemisthenreevaluatedthroughamatrixcalculation. The result is a more accurate representation of system performance under actual conditions as individual trainperformanceisdependentonboth thetraction powersystemandother trainsonthe system. Train performance may appear to vary run to run, but this is actually representative of total systemdynamicsthatareseeninservice. The simulation output is dependent on operating assumptions such as system population which is determined by headway, train consist, and train departure scheduling. The results presented in this report represent only one possible combination of such operating assumptions. Variable operator behaviour, dwell times, passenger loads, and weather or track conditions, along with potential train bunching and special events trains will change actual system performance. Design standards were developed for minimum train voltage to try to allow for realworld performance and operation anomaliessincethereisnopracticalwaytosimulateeverypossiblescenarioorsituation. FurtherdetailsontheTrainOpssystemmodelingsoftwarearepresentedinAppendixB.
5. REPORTCRITERIA 5.1. General

Thefollowingcriteriaaredevelopedforthereport: Systemvoltages,nominal,maximum,minimum,andemergencyminimum,toevaluatethesystem substation,autotransformerstationandswitchingstationlocations,andthetrainperformance Conductorcurrentsandtheireffectonthedistributionsystemconductortemperatures Powerdemandstodeveloptransformerandautotransformercontinuousandoverloadratings
5.2. SystemVoltagesAndTrainPerformance IndustryPractice

The suitability of the selected locations for traction power substation, switching station, and autotransformerlocationsisverifiedbydeterminingthetrainvoltagedropprofilealongthesystem.Ina traction power system, comprising of the utility network, substation equipment, feeders, catenary conductors, and rails, every train on the system should have adequate voltage at the pantograph to achievedesiredperformanceofitspropulsionsystem.Theadequatevoltagelevelsaredefinedbythe AmericanRailwayEngineeringandMaintenanceofWayAssociation13(AREMA)recommendations. TheAREMAManualforRailwayEngineeringdefinesthefollowingstandardvoltages: Nominal Operating Voltage. Voltage measured at the pantograph of a train located at the substation feed point while full rated power is being drawn from the appropriate substation transformerortransformersifconnectedinparallel,25kVfortheMetrolinxsystem. Normal Upper Voltage Limit. Voltage measured at the pantograph of a train located at the substation feed point with no traction power being drawn from the appropriate substation transformer ortransformers,ifconnectedinparallel. TheNormalUpperVoltageLimitis110%of theNominalOperatingVoltage,27.5kVfortheMetrolinxsystem. NormalLowerVoltageLimit.Voltagemeasuredatthepantographofatrainlocatedatthepointof maximum voltage drop with the OCS functioning for normal design conditions, assuming no substation outage and rated continuous power being developed by the rolling stock. The Normal LowerVoltageLimitis80%oftheNominalOperatingVoltage,20kVfortheMetrolinxsystem. EmergencyMinimumOperatingVoltage.Voltagemeasuredatthepantographofatrainoperating under emergency conditions, such as a substation outage, loss of one or more transformers at a substation,orutilitysupplyproblems. Ratedvehiclepowerand performanceisnotavailable,but reduced operation is possible, assuming that onboard logic automatically degrades the vehicle performance.TheEmergencyMinimumOperating VoltageLimitis70%oftheNominalOperating Voltage, 17.5 kV for the Metrolinx system. As per the American Railway Engineering and
13
AREMA,ManualforRailwayEngineering,Chapter33,ElectricalEnergyUtilization,Part3,RecommendedVoltages,publishedin2006.
23
MaintenanceofWayAssociationrecommendations,thislimitappliestovehicledesignonlyandis nottobeusedasacriterionforthetractionpowersystemdesign.
MetrolinxSystemVoltages
Taking into account the AREMA recommendations, the traction power supply and distribution system voltagelevelsfortheMetrolinx2x25kVautotransformerfedsystem,asdevelopedforthisreport,are showninTable51. Table512x25kVAutotransformerFedSystemVoltages System Location TractionPowerSubstationInputVoltage Feederto Traction Power Substation Catenary Normal Upper Output Voltage Limit CatenarytoRails Traction Power Supply System Feederto Traction Power Substation No Catenary LoadOutputVoltage CatenarytoRails Feederto Traction Power Substation Catenary NominalOutputVoltage CatenarytoRails Traction Power Distribution System Normal Lower Voltage Limit for CatenarytoRails AllSystemsinService Emergency Minimum Operating CatenarytoRails VoltageforOutageConditions Voltage(kV) Voltage(p.u.) 230 55.0 27.5 52.5 26.25 50.0 25.0 20.0 1.00 1.10 1.10 1.05 1.05 1.00 1.00 0.80
17.5
0.70
UseoftheVoltageCriteriaintheReport
The nominal traction power supply system voltages were used in the computer simulations and the distribution system voltages along the various lines were calculated and compared to the values presentedintheabovetable. The Normal Lower Voltage Limit was used as criterion in evaluation of the simulated system performance.Forcomputerrunssimulatingtheallequipmentinservicecondition(i.e.allsubstations, switching stations, autotransformer stations, traction power transformers, feeders, and autotransformersinservice),thelowesttrainvoltagealonganyofthethreecorridorsduringrushhour operationshouldnotfallbelowtheNormalLowerVoltageLimit.
Undersystemoutageconditions,thelowesttrainvoltagealonganyofthethreecorridorsduringrush houroperationshouldnotfallbelowtheEmergencyMinimumOperatingVoltageforOutageConditions.
5.3. ConductorCurrentsAndTemperatures
As already mentioned, traction power demand is highly fluctuating, and consequently, the currents in thesystemconductorsarecorrespondinglyfluctuating.Thetemperaturesoftheoverheadconductors willvaryinaccordancewithsuchcurrentvariation,andwilldependontheconductorsize,material,and environmentalconditions. Thehighestcurrentsandtemperaturesinthedistributionsystemconductorsoccurinthecatenaryand feeder conductors adjacent to the traction power substations. In order to prevent overheating and annealing of the feeder and catenary system conductors, it is always recommended to check the conductor temperatures during a design stage of a project. The conductor temperatures should be calculatedusingatransientmethod14andplottedversustimeovertherushhourinterval. Such detailed evaluation is not in the scope of the report. In order to evaluate the suitability of the conductors used in the report, the calculated load current rootmeansquare (RMS) values are comparedwiththeestimatedampacitiesofthedistributionsystemconductors. The distribution system conductors considered for the Metrolinx commuter system in this report and theirampacitiesareshowninTable52. Table52ConfigurationandAmpacityofTypical2x25kVTractionPowerDistributionSystem Numberof Conductorsper Track 115 1 1 Size(kcmil orA.W.G.) 556.5 4/0 4/0 Approximate Ampacity(A) 730 480 870 ContactWire H.D.Copper 390 Total Approximate Ampacity(A) 730
Conductor
Material
FeederWire MessengerWire
ACSR H.D.Copper
The ampacity of the feeder and messenger wires were obtained from the Westinghouse Reference Book16. The ampacity of the contact wire was obtained from the AREMA Manual17. In the above mentionedreferences,theampacitieswerecalculatedbasedonthefollowingconditions: Ambientairtemperature 25C
14T.Kneschke,OverheadConductorSelectionBasedonTransientCurrentandTemperatureAnalysisforBetterTractionElectrificationSystem Economics,IEEECatalogNumber03CH37424,2003IEEE/ASMEJointRailConference,Chicago,IL. 15Forsingletrackandtwotracksystemsonefeederpertrackisused.Forhighernumberoftracks,onlytwofeedersarerequired. 16WestinghouseElectricCorporation,ElectricalTransmissionandDistributionReferenceBook,publishedin1964. 17AREMA,ManualforRailwayEngineering,Chapter33,ElectricalEnergyUtilization,Part4,RailroadElectrificationSystems,publishedin2006.
The actual conductor ampacities can be expected to be somewhat lower in Toronto, especially in the summer, when the daily maximum ambient temperature is just over 26C and can reach 40C under extremeconditions. Conditions Sunny 75C 100C 0.5 0.61m/s 60Hz
Conductoroperatingtemperature,copper
Conductoroperatingtemperature,alloysandACSR Emissivity Windvelocity Frequency
Contactwirewear
30%(70%oftheconductororiginalcrosssectionarearemains)
5.4. PowerDemandsandTransformerRatings PowerDemandCharacteristics

Traction power substations experience highly fluctuating loading due to the abrupt, impulselike changesinpowerrequirementsoftrainsastheyaccelerate,decelerate,orastheyencounterorleave trackgrades.Themagnitudeandfrequencyoftheimpulsesincreaseduringpeakpowerdemandtime periods,sincelongertrainsarelikelytooperateatshorterheadways.Thereforethepowerdemandalso fluctuatesinthesamemannerastheload.Therushhourperiodoccurstwiceaday,inthemorningand intheafternoon,andthemaximumpowerdemandsusuallyoccurduringthistime.Fortractionpower substations to supply this load cycle, the substation equipment must have sufficient continuous and overloadpowerratingsasrecommendedbytheAREMAguidelines18.
TransformerandAutotransformerRatings
Tractionpowersystemsimulationswereperformedforthepeakdemandrushhourperiodinorderto determine the power ratings of the transformers and autotransformers. In order to determine the traction power transformer continuous ratings, the maximum power demand for each substation was averagedover2hour,1hour,15minuteand1minutetimeintervals.Powerutilitiestypicallyrequirea powerdemandvaluebasedonaparticulartimeperiod,usuallycorrespondingtothebillinginterval(e.g. 15minuteaverage).The resultsofthereportprovidethesevaluesbasedontheprescribedheadway andconsistforeachroute.Thecontinuousandoverloadpowerratingswereassignedtotherespective powerdemandaveragesareshowninTable53.
18AREMA,ManualforRailwayEngineering,Chapter33,ElectricalEnergyUtilization,Part6,PowerSupplyandDistributionRequirementsfor RailroadElectrificationSystems,publishedin2006.
Table53ContinuousandOverloadRatingofTractionPowerTransformersandAutotransformers TractionPowerTransformerandAutotransformer DemandPeriod ONAN19 Continuous and Overload Ratings (% of Rated Power) 100,ContinuousRating 150 200 250
2Hours 1Hour 15Minutes 1Minute
Based on the simulations predicted power demands, the ratings of the transformers and autotransformerscanbedefined.
19OilNaturalAirNaturaltransformercoolingmethod.
6. REPORTINPUTDATA 6.1. DataCollection

The data for the electrification system modeling and simulation includes data in the following major groups: Rollingstockdata Trackalignmentdata Electrificationsystemdata Operationsdata
Thedataisdiscussedinmoredetailinthefollowingsections.
6.2. RollingStockData
The mostonerousrolling stockoperation,asfarasthe powerdemand isconcerned,was selectedfor thesystemmodeling.Thehighestpowerdemandonthesystemsubstationswouldbecausedbyafleet oftrainscomposedofEMUunits.TheproposedGOvehicledatawereinputintotheTrainOpsmodel, andincludedthefollowingdata: Mechanical characteristics, including the car empty, design, and rotating weight, axle count, and crosssectionalarea Electrical characteristics, including the car nominal, maximum, and minimum operating voltages, andauxiliary(hotel)power Propulsion system data, including the car tractive effort, power factor, electrical and mechanical efficiencies,andthemaximumaccelerationrate Brakingsystemdata,includingthemaximumdecelerationrate
TherollingstockinputdataarepresentedinAppendixC.
6.3. TrackAlignmentData
ThetrackalignmentdatawerereceivedfromCANACandincludethefollowing: Routegradientswithrespecttomilepost Trackspeedrestrictionalongeachroute Locationsofpassengerstations
The system track alignment data including the gradients, speed restriction and passenger station locations were obtained from a report titled Operations Analysis and Operating Plan Development, preparedasapartoftheMetrolinxelectrificationreportbyCANAC,Inc.
6.4. ElectrificationSystemData
Datausedfortheelectricnetworksimulationsincludethefollowing:
Equivalent impedance of the utility system at the point of common coupling, i.e. the substation tractionpowertransformerconnectionpoint Tractionpowersubstationtransformerimpedances Autotransformerimpedances Impedances ofthetractionpowerdistributionand returnsystemsbetween substations,switching station,andautotransformerstations
AsimplifiedschematicdiagramoftheproposedMetrolinxGOsystemtobeelectrifiedisshowninFigure 61. TheelectrificationsysteminputdataarepresentedinAppendixD.
6.5. OperationsData
The operation data used in the electrical network simulations were received from CANACand include thefollowing: Traintimetable,includingdeparturelocationanddeparturetimeforeachtrain Operatingtimedataincludingthetimeofsimulationstartandfinish,andthepowersimulationtime interval
The morning rushhour operation usually exhibits higher traffic densities than the evening rushhour. Thisisduetothefactthatinthemorning,commutersaremakinganefforttoreachtheirworkplacesin alimitedtimeframe,whileintheevening,somecommutersmaynotreturnimmediatelyafterworking hoursandmaystayinthecityforeducation,entertainmentandotherpurposes.Therefore,thereport wasperformedforthemoreonerousmorningrushhourtrafficdensity. ThesystemoperationsdataincludingthetraintimetablewereobtainedfromareporttitledOperations AnalysisandOperatingPlanDevelopment,preparedasapartoftheMetrolinxelectrificationreportby CANAC,Inc.

KITCHENER MP 62.6 TPS 1/32.6 SILVER 1/0.6 SWS GEORGETOWN MP 23.5
NOTES:
1. THE DRAWING IS BASED ON GO ELECTRIFICATION STUDY BASELINE REPORT - REFERENCE CASE DIAGRAM DATED APRIL 16, 2010. THE UNION STATION LAYOUT IS ASSUMED TO COMPRISE 12 PASSENGER STATION TRACKS AND 2 BYPASS TRACKS. THE UNION STATION IS ASSUMED TO BE APPROXIMATELLY 1,200 FEET (0.2 MILES) LONG CENTERED AT MP 0.0. THE 14 UNION STATION TRACKS REDUCE TO 8 TRACKS WEST OF THE STATION AND TO 6 TRACKS EAST OF THE STATION.
LINES AND SUBDIVISIONS: LAKESHORE WEST LINE TO HAMILTON TH&B

OAKVILLE SUBDIVISION HAMILTON SUBDIVISION
MILTON LINE
OAKVILLE SUBDIVISION WESTON SUBDIVISION GALT SUBDIVISION
RICHMOND HILL LINE

BALA SUBDIVISION
GUELPH SUB GUELPH SUB MP 30.0 ATS
HALTON SUB MP 24.1
STOUFFVILLE LINE
KINGSTON SUBDIVISION UXBRIDGE SUBDIVISION
2/11.9
2. 3.
LAKESHORE WEST LINE TO ST. CATHARINES

OAKVILLE SUBDIVISION GRIMSBY SUBDIVISION
GEORGETOWN LINE
OAKVILLE SUBDIVISION WESTON SUBDIVISION HALTON SUBDIVISION GUELPH SUBDIVISION
AIRPORT LINE
OAKVILLE SUBDIVISION WESTON SUBDIVISION AIRPORT LINE SUBDIVISION
GEORGETOWN LINE
TPS
BRAMALEA MP 11.6
4.
LAKESHORE EAST LINE

KINGSTON SUBDIVISION GO SUBDIVISION CONNECTING TRACK BELLEVILLE SUBDIVISION
BARRIE LINE
OAKVILLE SUBDIVISION WESTON SUBDIVISION NEWMARKET SUBDIVISION
3/0.5 HALTON SUB MP 11.1 HALWEST JCT. WESTON SUB MP 17.0 ATS 3/3.5 ATS
BARRIE LINE
NEWMARKET SUB ALLANDALE MP 63.0
1/3.5
AIRPORT RAIL LINK
PEARSON INT. AIRPORT MP 1.9
2/1.9
AIRPORT JCT. MP 13.5
BARRIE SOUTH MP 59.5
BALA SUB ATS
BLOOMINGTON MP 28.5
UXBRIDGE SUB ATS
LINCOLNVILLE MP 38.8
AIRPORT LINK MP 0.0 4/8.7 1/18.0 WESTON MP 4.8 ATS ATS 2/26.4 GALT SUB 4.8 ATS ATS TPS
RICHMOND HILL LINE
1/7.5
STOUFFVILLE LINE
1/11.9
MILTON LINE
MILTON 31.2 GALT SUB
BRADFORD MP 41.5
RICHMOND HILL MP 21.0
UNIONVILLE MP 50.7
ES TO W N ES / M T ILT TO O RO N J N CT TO .
ATS 6/1.8
2/38.5 ATS NEWMARKET SUB MP 3.0 2/19.6 ATS 2/10.3
O TH N TO R .J D R
BELLEVILLE SUB MP 175.9 TPS BELLEVILLE SUB BOWMANVILLE MP 164.9 1/6.7 OSHAWA 2 MP 171.6 TO MONTREAL
T. C
WESTON SUB MP 3.0
0. 0
JC T.
WESTON/NEWMARKET JCT. PARKDALE ATS WESTON SUB MP 1.1 GALT SUB MP 1.1 SWS
AT IO N
IL TO
1/2.9 HAMILTON TH&B MP 57.5 TPS 2/2.0
2/0.4
3/15.5
4/14.7 OAKVILLE MP 21.4 MIMICO MP 6.7
4/4.7 EXHIBITION MP 2.0
5/0.9
8/1.0
14/0.1 14/0.1
6/1.3
4/6.8 SCARBOROUGH JCT. MP 325.6 TPS
3/11.7 KINGSTON SUB SWS
2/10.6
ST
.M
BAY VIEW MP 36.9
1. 1
OAKVILLE SUB MP 0.0
TH U R ST
OAKVILLE SUB MP 39.3 HAMILTON/ ST. JAMES GRIMSBY SUB MP 43.7 ATS 1/31.9
BALA SUB DON YARD MP 0.0 MP 1.4 KINGSTON SUB MP 333.8
GO SUB MP 0.0
GO SUB MP 10.6
C O
ATS
HAMILTON SUB MP 60.4
OAKVILLE SUB MP 37.3
D U R H AM
MP 0.0
SWS
TPS
ATS
LAKESHORE LINE WEST
BA
LEGEND: TPS SWS
LAKESHORE LINE EAST

2/19.9 NUMBER OF TRACKS TO BE ELECTRIFIED/ LENGTH OF THE SEGMENT IN MILES KEY STATIONS AND LOCATIONS INDICATING CHANGE IN NUMBER OF TRACKS OR SUBDIVISION
TRACTION POWER SUBSTATION SWITCHING STATION AUTOTRANSFORMER STATION
N N EC TI N G
NI O N
8/1.9
LA BA
H AM
SU
M P
R XB
ST
JC T.
G ID
2/1.4
ST. CATHARINES MP 11.8
ATS
TO NIAGARA FALLS
ATS
TR AC K.
31 3. 9
4 1.
B SU
P M
.0 61
MP 1.4
2/4.3
Figure61SimplifiedSchematicDiagramoftheProposedMetrolinxGOSystemLinestobeElectrified
O KS IC TH N T. C .J D R
MAJOR MAINTENANCE FACILITY, LAYOVER AND MIDDAY STORAGE FACILITY LAYOVER AND MIDDAY STORAGE FACILITY
7. ELECTRIFICATIONSYSTEMMODELINGRESULTS 7.1. SystemVoltages

The train voltage profiles, as measured between pantograph and running rail, were calculated against timeformorningrushhourtraffic.Thecalculationswereperformedforallcommuterraillinesunder normal operating conditions with all electrical equipment in service. The minimum voltages for each corridorareshownintheTable71forallsubstationsinservicecondition. Table71MinimumSystemVoltagesAllSystemsinService MinimumVoltage(kV) System Condition LakeshoreLine West TH&B All Systems 24,527 InService TheresultsshowthattheminimumvoltageineachcorridorisabovetheNormalLowerVoltageLimitof 20kVasdefinedvoltagecriteria. St. Catharines 24,527
Lakeshore Milton LineEast Line
George town Line
Barrie Richmond Line HillLine
Stouff Airport ville Rail Line Link
24,944
24,079
24,703 24,443
24,616
25,021
24,766
7.2. ConductorCurrents
Normally,conductortemperaturesvs.timearederivedontransientbasisusingtheonesecondoutput from the computer loadflow simulations. However, since the RMS currents were well below the ampacity of the overhead system conductors, as shown in Tables 72 and 73, and annealing of the conductorsishighlyunlikely,thepredictedconductortemperatureswerenotcalculated.
Table72ConductorAmpacitiesandMaximumFeederRMSCurrentsAllSystemsinService Location Feeder/Direction Approximate Ampacity(A) Maximum15Minute RMSCurrent(A) 17 FeederWest 17 DixieRoadSubstation FeederEast 114 Table73ConductorAmpacitiesandMaximumFeederRMSCurrentsAllSystemsinService Location Catenary/Direction Catenary1West Catenary2West BurlingtonSubstation Catenary3West 870 Catenary1East Catenary2East Catenary3East 251 148 164 Approximate Ampacity(A) Maximum15Minute RMSCurrent(A) 158 95 93 730 114
7.3. SubstationPowerDemands
The substation transformer power demand for the system substations are shown in the following Tables. In order to define the transformer continuous and overload ratings, the onesecond power demandswereaveragedover1minute,15minute,1hour,and2hourtimeintervals,asshowninTable 74.Forthepowerutilitybillingintervalof1hour,the1houraveragepowerfactorisalsogiven.
Table74SubstationTransformerAveragePowerDemands(MVA)AllSystemsinService 1Minute Average Power Demand (MVA)

17.4 14.3 15.1 24.9 23.2 23.8 13.9 10.6 9.3 29.5 6.7 7.3 11.6 15.1
Substations Transformer
15Minute Average Power Demand (MVA)

11.8 6.3 8.0 12.5 17.1 15.4 8.6 5.0 4.0 19.5 3.7 5.0 6.8 10.2
1HourAverage Power Demand (MVA)

9.8 5.6 5.6 10.6 13.4 14.5 6.4 3.7 3.0 16.9 2.5 3.3 5.2 7.3
Power Factor(p. u.)

0.95 0.96 0.95 0.95 0.95 0.95 0.96 0.95 0.96 0.94 0.96 0.95 0.95 0.95
2Hour Average Power Demand (MVA)

7.6 4.7 4.5 8.0 12.5 12.3 5.2 2.8 3.0 16.2 2.2 3.0 4.6 7.1
T1 Mimico T2 Burlington West T1 T2 T1 Scarborough T2 T1 Oshawa T2 T1 DixieRoad T2 T1 Guelph T2 T1 NewMarket T2
Thepredictedpowerdemandsresultedinselecting2x30MVAtransformerpowerratingforDixieRoad andScarboroughsubstationsand2x20MVApowerratingforallothersubstations.
7.4. AutotransformerAndSwitchingStationPowerDemands
Thepowerdemandsaveragedover2hourtimeintervalforautotransformerstationsareshowninthe Table 75. Since the autotransformers are connected in parallel, the power demand in each autotransformerwillbethesameandonehalfofthenumbershown.
Table75AutotransformerPowerDemandsAutotransformerStationsAllSystemsinService AutotransformerStations HamiltonTH&BATS GrimsbyATS St.CatharinesATS CooksvilleATS MeadowvaleATS MiltonATS CarltonATS WoodbineATS KitchenerATS MapleATS GilfordATS AllandaleATS OldCummerATS BloomingtonATS UnionvilleATS LincolnvilleATS DonYardATS The power demands indicate that a standard continuous autotransformer power rating of 5 MVA is adequate. Thepowerdemandsaveragedover2hourtimeintervalforautotransformerslocatedintheswitching station are shown in the Table 76. Since each autotransformer is connected to a different feeding section,thepowerdemandsintheautotransformersaredifferent.
Autotransformers AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2 AT1andAT2
2HourAveragePowerDemand (MVA) 0.6 0.7 0.3 2.2 2.0 0.9 1.8 1.9 0.9 2.7 1.1 0.8 2.3 0.7 2.3 1.2 1.7
Table76AutotransformerPowerDemandsSwitchingStationsAllSystemsinService SwitchingStations Autotransformers AT1 AT2 BathurstSWS AT3 AT4 AT1 OakvilleSWS AT2 AT1 DurhamJct.SWS AT2 AT1 GeorgetownSWS AT2 The power demands indicate that a standard continuous autotransformer power rating of 5 MVA is adequate. 0.9 1.6 1.3 1.7 1.8 1.1 0.7 2.3 2HourAveragePowerDemand (MVA) 1.4 0.8
7.5. PresentationOfModelingResults
The voltage profiles along the lines, substation transformer power demands, autotransformer power demandsandcatenarycurrentsarepresentedingraphicalforminAppendixE.
8. CONCEPTUALDESIGNOFELECTRIFICATIONSYSTEM 8.1. General

The traction electrification system equipment should be designed for a minimum functional life expectancy of thirty (30) years. All traction electrification system equipment must be designed to maintainsufficientvoltagelevelsattherollingstockcurrentcollectiondeviceswithoutoverloadingand overheatingofanyofthesystemequipment. Thedesignmusttakeintoaccounttheeffectsofthehighlyfluctuatingpatternoftractioncurrent,the harmoniccontentofthetractionloads,thephasetophaseutilityconnections,andfrequentdistribution systemfaults,toensureminimalimpactonthepowersupplyutilitysystemandwaysideequipment. The overall system insulation needs to be coordinated to ensure that the voltage surges caused by lightning strikes to the system and circuit breaker switching operations do not damage the system equipment. The traction electrification system design must be compatible with the other systems, includingthesignal,communication,andfarecollectionsystems,andmustnotcauseelectromagnetic interferenceaffectingthewaysidesystems. Basedonthetractionpowersystemreportresults,aconceptualdesignofthetractionpowersupplyand distributionsystemshavebeendeveloped.ForelectrificationoftheMetrolinxcommuterraillines,the autotransformerfed(ATF)systemhasbeenselected.Thesystemwilloperateat2x25kVelectrification voltages,atthecommercialfrequencyof60Hz. Preliminarylocationsofthetractionpowersubstations,theautotransformerstations,andtheswitching stationswereidentifiedinconsultationwithHydroOneandMetrolinx.Thereportresultsconfirmthat the locations of the power supply and distribution system facilities are suitable and enable to define ratingsofmajoritemsofequipment.
8.2. BasicDesignPrinciples
Forasatisfactorysystemdesign,thefollowingbasicconditionsshouldbesatisfiedevenundernormal conditionswithallequipmentinserviceandcontingencyoperatingscenarioswithequipmentoutage: VoltagealongthedistributionsystemshouldnotdropbelowtheNormalLowerVoltageLimitwith allsystemsinservice. Voltage along the overhead distribution system should not drop below the Emergency Minimum OperatingVoltageunderequipmentoutageconditions. Substation locations should result in uniform loading of transformers to the extent possible to permitselectionofstandardratingofequipment. The traction power supply equipment should not be overloaded beyond the defined loadcycle causingexcessivetemperatureriseofequipmentandprematureequipmentfailure. Themaximumtemperatureofthedistributionsystemconductorsshouldnotexceedthepermissible valuetominimizethepossibilityofannealingofdistributionsystemconductors. Thenegativereturnsystemshouldbedesigned toensurethattherunningrailtogroundvoltages are maintained within acceptable limits to prevent creation of irritating or unsafe vehicleto platformpotentials.
Theaboveconditionsapplytotheultimatetrafficdensityalongeachcorridortobeelectrified.
8.3. TractionPowerSupplySystem SubstationLocationsandPowerUtilityInterface

Thetraction powersubstationwillbeconnectedto thehighvoltagetransmissionsystemoperatingat 230 kV. Connections to the utility high voltage lines are required to ensure an adequate and highly reliable power supply with low susceptibility to phase unbalance, harmonic distortion, and voltage flickerthatmayresultfromtheadditionoftractionload. Discussions were held with the local power utility, Hydro One, supplying high voltage power to the Torontoarea.Thepurposeofthediscussionswastoidentifylocationsofhighvoltagetransmissionlines and substations adjacent to the GO transit network that would be suitable as primary supplies to the tractionpowersubstations. Table 81 shows the conceptual locations of traction power substations (TPSs) and Hydro One supply substations. Table81LocationofTractionPowerSubstations GOSystem Metrolinx HydroOne Voltage Line Substations Substations (kV) Lakeshore WestLine Mimico Burlington West Horner 230 Note Traction power substation would be near HydroOnesubstation. Traction power substation would be near HydroOnesubstation. The substation would also supply Richmond Hill and Stouffville lines. Approximately 1.5 mile of transmission line or cable will be required. Approximately one mile of 230 kV transmissionlineorcablewillberequired. Approximately mile of 230 kV transmission lineorcablewillberequired. Approximately 1.5 miles of transmission line orcablewillberequired.
Cumberland
230
Scarborough Warden Lakeshore EastLine Oshawa Thornton
230
230
DixieRoad Georgetown Line Guelph
Bramalea
230
Campbell
230
GOSystem Metrolinx HydroOne Voltage Line Substations Substations (kV) Note Substation will supply the entire Barrie line. Approximatelytwospansoftransmissionline willberequired.
BarrieLine
Newmarket Armitage
230
HydroOneconfirmedsufficientthermalcapacityofthesupplycircuitsatallsites.Thepowersupplyat Armitage substation is currently limited and should improve by 2011 when the peaking York Energy Centergeneratingplantcomesonline. In order to limit construction cost, the traction power substations were located along the railroad as closeaspossibletotheHydroOnesubstationsortransmissionlines.Anyrequiredconnectionsbetween theHydroOnesubstationsandthetractionpowersystemsubstationswillbeintheformofoverhead transmissionlinesorundergroundcables.Theselectionofthetypeofconnectionwilldependonthe locationofthesubstationsandthecorrespondingenvironmentalimpact.
AutotransformerStationandSwitchingStations
Table82showsthenumberofautotransformerstations(ATSs)andswitchingstations(SWSs)perline.
Table82LocationofAutotransformerandSwitchingStations
GOSystemLine
AutotransformerandSwitchingStationName BathurstSWS OakvilleSWS
LakeshoreWestLine
HamiltonTH&BATS GrimsbyATS St.CatharinesATS DonYardATS
LakeshoreEastLine DurhamJunctionSWS CooksvilleATS MiltonLine MeadowvaleATS MiltonATS CarltonParkATS WoodbineATS GeorgetownLine GeorgetownSWS KitchenerATS MapleATS BarrieLine GilfordStreetATS AllandaleATS OldCummerATS RichmondHillLine BloomingtonATS UnionvilleATS StouffvilleLine LincolnvilleATS
HighVoltageCircuitBreakersandDisconnectSwitches
Selection of high (primary) voltage circuit breakers, disconnect switches and protective equipment is governed by the circuit voltage level and short circuit fault level existing at the particular electrical power utility supply. The high voltage supply arrangement and protection should be designed in accordance with the power utility practices and should be reviewed by the power utility. The high voltagecircuitbreakersanddisconnectswitchesshouldbedesigned,testedandinstalledinaccordance withrelevantCanadianandIEEEC37seriesofstandards.
TractionPowerTransformers
The transformer primary windings will be connected phasetophase to the transmission line system facilitiesownedandoperatedbyHydroOne.Inordertolimitthesystemunbalance,thetransformer primarywindingphaseconnectionsshouldberotatedamongthephases.Consideringtheloadingsof thesubstationtransformers,onepossiblesetoftransformerconnections,toaidinbalancingtheload withintheHydroOnesystem,isshowninTable83.
Table83PossibleTractionPowerSubstationPhaseConnections Substations Transformer T1 Mimico T2 T1 BurlingtonWest T2 T1 Scarborough T2 T1 Oshawa T2 T1 DixieRoad T2 T1 Guelph T2 T1 NewMarket T2 Final selection of the transformer phase connection should be made during preliminary design with HydroOneconsultation. Basedontheloadflowmodeling,itisproposedisthateachsubstationbeequippedwithtwo25MVA continuouslyrated singlephase traction power transformers. This rating will allow for substation outageconditions,futureincreaseintrafficdensity,andforunusualoperatingconditions,suchastrain bunching. Thetransformerprimarywindingwillbesinglephaseandwillmatchthepowerutilityincomingvoltage of230kV.Thetransformersecondarywindingwillberatedat50kVnominalvoltageandwillfeedthe feederandcatenarydistributionsystems.Thesecondarywindingswillbecentertapped,withthetap solidlygroundedandconnectedtothetractionpowerreturnsystem.Consequently,thisarrangement willresultin thefeedertorailandacatenarytorailsystemsthatoperateata25kVnominalvoltage withthefeedertocatenarysystemthatoperatesat50kVnominalvoltage. B C C A A B A B B C B C C A C A A B A B B C B C C A SuggestedPhaseConnectionSchedule A B
The substation transformers should be designed, constructed and tested in accordance with relevant CanadianandIEEE57seriesofstandards.Thetransformercoilsshouldbeprovidedwithextrabracing towithstandpulsatingradialandaxialforcesduetothehighlyfluctuatingtractionload.
MediumVoltageSwitchgear
TheOCSissusceptibletofrequentshortcircuitfaultsand,therefore,switchgearwithvacuumorsulphur hexafluoride (SF6)circuitbreakersisrecommended. Thecircuitbreakersshouldbecapableofseveral hundred operations at short circuit current levels and several thousand operations at rated current levels.Themediumvoltageswitchgearshouldbedesigned,constructedandtestedinaccordancewith relevantCanadianandIEEEC37seriesofstandards. Whenever voltage rating permits, metalclad switchgear assemblies with horizontal drawout circuit breakers are recommended. The switchgear should be located in a Control Building and installed in deadfront,floormounted,freestandingcubicles.Indoor,fixed,metalenclosedswitchgearoroutdoor, polemounted circuit breakers are recommended alternatives to the metalclad, drawout circuit breakertypeswitchgear.
ControlBuilding
The Control Building can be either metal, prefabricated building, or a masonry building. The building houses the station SCADA equipment, control equipment, metering equipment, the station ac and dc auxiliary power supply including ac and dc panelboards, battery and one or two battery chargers. As alreadymentioned,thebuildingcanalsohousethemediumvoltageswitchgear.
RealEstateRequirements
Traction power substations have requirements for equipment that operates at high voltage electrical input and medium voltage output. Requirements for electrical clearances dictate that most of the tractionpowersubstationequipmentbeinstalledoutdoors.Typicalsubstationfor1x25kVdirectfedor 2x25kVautotransformerfedsystemswouldrequireanareaofapproximately45mx100m(150ft x 300ft).Inareaswheresuitablerealestateisnotavailable,butasufficientlywirerailroadrightofway exists,investigationcanbeconductedtoaccommodatealongandnarrowsubstationdesignrequiring approximately25mx150m(75ftx500ft)ofrealestate,asshowninFigure81.Inthisconfiguration,a spaceforStaticVArCompensator(SVC)equipmenthasbeenallocated.TheSVCequipmentisusedto improvevoltageprofile,reduceunbalance,andmitigateharmonicdistortionattheutilitypowersupply busbar.
Figure81TypicalTractionPowerSubstationEquipmentLayout Typicalswitchingstationorautotransformerstationwouldrequireanareaofapproximately20mx35 m(60ftx120ft),asshowninFigure82.
Figure82TypicalAutotransformerStationEquipmentLayout EachsubstationwillbebuildonlandeitherownedbyMetrolinxorpurchasedbyMetrolinx,asthereis nospacethatcanbemadeavailableintheHydroOnesubstations. Theautotransformerstationsandswitchingstationscanmostlikelybebuiltwithintherailroadrightof waytoavoidpurchaseoftherequiredrealestate.
8.4. OverheadContactSystem ModernOCSConfiguration

TheOCSconsistsofmessengerandcontactwireswhicharesupportedfrompoles,portals,crossspans, headspans,bridgesupportsandtunnelsupports,asrequired.Thecontactwire,whichisrequiredtobe installedataconstantheightwithrespecttothetrack,issuspendedfromthemessenger wirebythe means of hangers. Since the messenger wire assumes the natural profile of a catenary curve20, the hangers need to be designed and fabricated at different lengths to maintain the contact wire level profile,asshowninFigure83.
20
Catenaryisthecurvethatisassumedbyafreelyhangingconductor,chainorropewhensupportedatitsendsandactedononlybyitsown weight.

HANGERS MESSENGER WIRE

CONTACT WIRE
Figure83CatenarySystem21 Since messenger and contact wires are delivered form suppliers on reels containing lengths of approximately1.6km(1mile)ofwire,theOCSneedstobeconstructedinaseriesofsections,socalled tension lengths. A tension length is an individual physical segment of OCS wiring and includes the conductors,weighttensioningequipment,andanchoringdevices. The weighttensioned systems of modern OCS design allow the overhead system to adjust to temperaturechangesandtomaintainconstantwiretension.Withouttheweighttensionedequipment, theconductorscouldbecometootautoncoldwinterdaysandexhibitexcessivesagduringhotsummer dayslimitingthemaximumspeedoftrainoperation.Theweighttensioningsystememploysasystemof pulleys and balance weights at each end of each tension section to allow the messenger and contact wirestorespondtothermalchangeswhilemaintainingaconstanttension.Further,inmodernsystems, the contact wire is pulled in and pushed off the centerline of track, or staggered, at supports, as showninFigure84.Thestagger,typically6to10,intentionallydisplacesthecontactwirefromthe centerlineofthetrack.Withoutthisstaggerthecontactwirewouldwearagroveatthecenterofthe pantograph carbon. When stagger is employed, the contact wire uniformly sweeps the width of the pantograph carbon as the vehicle travels along the alignment, thus eliminating localised pantograph wear. Figure84StaggeredContactWire In the autotensioned or weighttensioned systems, the cantilevers are hinged and move (or swing) along track as the messenger and contact wires expand and contract due to ambient and conductor temperaturechanges.Asthecantileversswing,theychangethepositionofthecontactwirerelativeto the track centerline. In order avoid the conductor displacement becoming excessive at extreme conductortemperatures,halftensionsectionsarelimitedinlengthto0.8kilometres.
21ThepurposeoftheOCSdiagramsistoillustratedesignconceptsandplacementofequipment.Thediagramsarenottoscale.
STAGGERED CONTACT WIRE SUPPORT POLE CANTILEVER
To prevent the whole conductor assembly from moving along the track, especially on gradients, the center of each tension length is held stationary by a midpoint anchor, as shown in Figure 85, which createstwohalftensionsections.
STRUCTURES MID-POINT ANCHOR CANTILEVERS

CONTACT WIRE
Figure85PrincipleofMidPointAnchor Attheendsofeachtensionlength,onesetofconductorsistakenoutofrunningandabalanceweight assemblyisapplied.Theothersetofconductors,alsoconnectedtoabalanceweightassembly,istaken inrunning.Theoutofrunningconductorsandtheinrunningconductorsareinstalledsidebyside,at the same height, for one span, the so called overlap span, shown in Figure 86. The overlap span ensuresthepantographsmoothlytransitionsfromonetensionlengthtotheother. Figure86PrincipleofOverlap Alongaparticularsection oftrack,itisnecessarytobuildmultipletensionlengths,theendsofwhich overlap each other to form a continuous OCS. In an effort to reduce costs associated with providing overheadcontactsystemwiringoverlaps,thelengthoftensionlengthscanbemaximized,subjecttothe constrainsdiscussedabove,bycarefulselectionofthedesignparameters.
OUT-OF-RUNNING CONTACT WIRE PROFILE PLAN OVERLAP SPAN IN-RUNNING CONTACT WIRE BALANCE WEIGHT
BasicOCSDesignPrinciples
ThefundamentaltaskindesignoftheOCSistheselectionofsupportstructurespacingalongtangent and curved track, and messenger and contact conductor tensions. The challenge is to optimise the selection of both of these parameters so that most economic design is achieved while the vehicle pantographdoesnotleavethecontactwireunderthemostonerousconditionsofoperation.
Basically, in order to ensure continuous current collection the designer needs to consider the movementsoftwomechanicalsystems,therollingstockandtheOCS. Themovementoftherollingstocktravelingalongthealignmentiscausedbythefollowingfactors: Trackalignmenttolerances,gauge,vertical,horizontal,andcrosslevel Vehicleroll Vehiclelateraldisplacement Pantographsway Trackcurvature
ThemovementoftheOCS,andthecontactwireinparticular,fromthedesignlocationiscausedbythe followingfactors: Conductorblowoffduetowindloadingtakingintoaccounticeloading Conductordisplacementduetomovementofhingedcantileversswingingastheconductorlength changesduetotemperaturevariation Conductor stagger effect where the stagger at two adjacent structures is not the same, the maximumwiredeflectionisnotmidspanandadditionalwireoffsetneedstobetakenintoaccount Poledeflectionduetoimposedwindloads ErectiontolerancesoftheOCS
Considering the most onerous operating conditions, both systems can be moving in the opposite directions. The designer needs to select appropriate combination of structure spacing and conductor tensionstoensurethatthecontactwiredoesnotloosecontactwiththepantograph.TheOCSdesignis furthercomplicatedbytheoveralldesignphilosophy.Althoughtheworstconditionofeachparameter shouldbeconsidered,somedesignersassumethattheworstconditioninallparametersdoesnotoccur attheexactlysametime.ThisassumptioninvariablyleadstomoreeconomicalOCSdesignandshould be supported by design and operation experience in similar environments and sound engineering judgement.
OCSDesign
The longer the spacing between structures, generally, the more cost effective design will result. However, such design needs to be balanced by the likely requirement for higher conductor tensions whichwillbeneededtolimitthehigherconductorblowoff.Thelargerconductortensionsmayresultin morerobusttensioningequipmentandhigherstructurefoundationcosts. WhilethefinaldesignofanOCSisbestperformedbasedonaccuratesurveyofrightofway,designcost saving methods can be applied during the early and less detailed preliminary design phases. For example, using mathematized alignment data obtained from an aerial survey, preliminary overhead contactsystemwiringlayoutscanbeprepared.Theeffortshouldconcentrateonminimizingthepole and portal structure count as the real means of reducing capital and maintenance costs, as well as reducingvisualintrusion. To further reduce pole count and cost, centerpole construction should be considered where possible andpracticalfortwotrackelectrification.However,portalstructureswillbenecessaryinmultipletrack
areas. Clearly, maximum possible span lengths on tangent sections of track and on curves should be used.
OverheadSystemConductors
Thetractionpowersubstationswilldistributepoweralongthesystemroutebythefeederandoverhead contact systems. The traction power distribution system considered in the report consists of the followingconductors: FeederConductor,556.5kcmil,AluminumCableSteelReinforced(ACSR)Wire MessengerConductor,4/0A.W.G.,StrandedHardDrawn(H.D.)CopperWire ContactConductor,4/0A.W.G.,GroovedH.D.CopperWire
Thereportdemonstratesthatthis,orsimilar,configurationofthedistributionsystemwouldbesuitable forelectrificationoftheMetrolinxcorridors,asitwouldbecapabletocarrytheenvisionedloadcurrents forbothnormalandcontingencyoperations.Theconductorconfigurationoftheoverheadfeederand catenarysystemsshouldbecoordinatedwiththetractionpowersystemdesignteam. DuringthedesignphaseoftheOCS,anoptionalchoiceforthecontactwireistousealarger300kcmil groovedcontactwireinpreferencetothesmaller4/0AWGwire.Thischoicewouldyieldthefollowing advantages: Thelargercontactwirecanbeinstalledatahighertension.Thehighertensionreducesblowoffof the contact wire, permitting longer spans on both tangent and curved track, thus reducing the structurecountandcosts,speedinginstallation,andreducingmaintenancecostsforsupports. Thelargercontactwirereducessystemimpedanceandimprovesvoltageprofilealongthesystem. Thelargercontactwireallowsforgreaterwear,andincreasestimeforcontactwirereplacement.
A300kcmilconductorisusedbyAmtrakontheNewHaven,CTtoBoston,MAelectrificationandhas beenselectedfortheCaltrainsystemelectrification.
WiringanOperatingRailway
The process of adding electrification to an already operating commuter rail system should take the followingfactorsintoconsideration: ThescheduleformajortrackupgradesshouldshowcompletionbeforeOCSinstallationbegins. A program for routine field surveys and onsite inspections (walkouts) should be established to coordinateOCSfoundationswithothersystemsdisciplinesandnewcivil/structuralwork. A track possession pattern must be developed to allow for OCS activities, foundation installation, steelerection,aswellasconductorrunningandadjustments.Theseactivitiescouldrequirereverse trainoperationonrevenuetracksbetweencrossoversduringoffpeaktimes. StylesofOCSstructuresandsupportsshouldfacilitatefutureincrementaladditionofwiringinmulti tracksectionsofroute. Electrification circuit sectionalizing should be compatible with the current methods of providing maintenanceandemergencytrackoutages.
ElectrificationsafetyaspectsshouldbeaddedtotheexistingontracksafetyrulesforbothMetrolinx andotherrailroadusers. Practices for safety grounding and bonding of metallic objects near or above tracks should be developed. This should be coordinated with the signalling system design and design of wayside electricalfacilities. Costeffectivemeasuresshouldbedevelopedtoprotectpublicfromaccessingandvandalizingthe newelectricalequipment.
ClearanceRequirements
HorizontalClearance.Standardminimumhorizontalclearanceis2.6m(86)betweenthefaceofthe catenarystructureandthecenterlineofnearesttrackontangentsections.Thedistancewillbesuitably increasedonthecurves. Realignment of the existing tracks is not generally required for installation of the catenary structures. Polesbetweenthetrackscanbeprovidedifadequatetrackcentersareavailableandifsuchdesignis acceptablefromthemechanicalindependenceoftheOCS. NormalMinimumVerticalClearances.Theoverheadclearancerequiredforelectrificationat25kVand electrification voltage is shown below. The Normal Minimum clearances were developed based on recommendations by American Railway Engineering and MaintenanceofWay Association (AREMA)22. Figure 87 presents the clearances that need to be considered in developing the Normal Minimum clearancesforelectrification.
22
AREMA,ManualforRailwayEngineering,Chapter33,ElectricalEnergyUtilization,Part2,Clearances,publishedin2009.
50

P - PASSING ELECTRICAL CLEARANCE UNDERSIDE OF STRUCTURE
U - OCS UPLIFT T1 - OCS CONSTRUCTION TOLERANCE D - OCS DEPTH T2 - OCS CONSTRUCTION TOLERANCE P - PASSING ELECTRICAL CLEARANCE B - VEHICLE BOUNCE Y - STATIC VEHICLE LOAD HEIGHT OR PUBLISHED LOAD GAUGE T3 - TRACK MAINTENANCE TOLERANCE TOP OF HIGH RAIL TOTAL VERTICAL CLEARANCE REQUIRED FOR ELECTRIFICATION
Figure 87 AREMARecommended Diagram for Determination of Total Vertical Clearance Required forElectrification Table 84 presents development of the Normal Minimum Total Vertical Clearances required for electrificationat25kVvoltage.
Table84NormalMinimumandAbsoluteMinimumCatenarySystemVerticalClearancesRequired for25kVElectrificationWithoutandWithAllowanceforFlashScreen Clearance PassingElectricalClearance OCSUplift OCS Construction Tolerance OCSDepth OCS Construction Tolerance and Maintenance and Maintenance Symbol,RefertoFig.87 P U T1 D T2 P B Y T3 NormalMinimum(mm) 205 50 25 155 25 205 65 6,248 40 7,018 7.02
PassingElectricalClearance VehicleBounce StaticVehicleLoadHeight(LoadGauge)23 TrackMaintenanceTolerance
TotalVerticalClearanceRequiredforElectrification(mm) TotalVerticalClearanceRequiredforElectrification(m)
Wheretheverticalspaceislimited,the25kVfeederisroutedtothesideofOCS,awayfromthevehicle. Flash Screens and Weather Screens. Flash screens, also called arc screens, are required at all overpasseswithconcrete soffitscloserthan1,220mm(4feet)totheOCS.Theflashscreensprevent electrical flashover (arcing) from the energized parts of the OCS to the bridge structure. The flash screens may be as wide as the pantograph, or marginally wider, and need to be installed for the full tracklengthofthebridgebeneaththeconcrete.Twosolutionsarepossible: Aluminumorstainlesssteelflashscreenmountedontheundersideofthebridgeandgroundedto theelectrificationsystemground
23Forstaticvehicleloadgauge,doublestackfreightcarheightof206wasassumed.Intheeventthatthevehicleloadgaugeincreasesinthe future,significantcostimpactmaybeexpected.
Insulatingmaterial,suchasglastic,flashscreenmountedtotheundersideofthebridge
IntheeventthattheUnionStationsmokeductsarerenovated,itmaybepossibletomanufacturethe flashprotectionasapartofthenewsmokeducts. Fibreglass weather screens may be used on bridges to prevent water seeping through the bridge constructionjointsandontothecatenarysystem.Suchwaterseepagemayformicicleswhichinturn maycauseaflashover. Decisiononwhichapproachshouldbeusedfortheflashscreensandwhichbridgeswillreceiveweather shieldsshouldbemadebytheOCSdesignerduringdetaildesign.Eitherapproachshouldrequireless than 25 mm of vertical space, which is accommodated in the track maintenance tolerance and OCS constructionandmaintenancetolerances. PantographClearance.Inadditiontoprovidingfortheverticalclearancerequirements,itisnecessary toprovidethespacerequiredforthepantograph,thesocalled,pantographclearanceenvelope(PCE). ThePCEisonlyanissuewhenthesoffitoftheoverpassortunnelisnotinparallelwiththetracksurface above the swath of the pantograph, namely, when the soffit is arched. In these cases the PCE could determine the maximum pantograph operating height and hence the required contact wire height. ShouldthecontactwireheightrequiredpertheaboveTables(sumofsymbolsT3+Y+B+P+T2),behigher than the maximum height at which the pantograph can safely operate, there will be need for an additionalreviewofmeanstoprovidetherequiredclearances. Evaluation. For each location the recorded clearance, supplied by Metrolinx, was compared to the required clearance24. Where the required clearance exceeded the recorded clearance, the additional clearance required was calculated. Based on this evaluation, required civil modifications, to raise the structure or lower the track, have been determined, and the associated cost of civil modifications estimated. ShouldMetrolinxelectrifytheGOnetworkwithoverheadcatenarysystemandVIAchosetostaywithits current diesel locomotive fleet, no compatibility issues with VIA train operation are envisaged. VIA trainsloadinggaugeisexpectedtofiteasilywithinthecrosssectionalprofilesof25kVcommercialac electrificationarrangements. Freighttrainloadinggaugecompatibilityis,ofcourse,aconcernwithGOnetworkelectrification.There are numerous North American precedents for freight operation in both third rail and OCS, including freight operations on Amtrak, NJ Transit, MNR, LIRR and the SEPTA. However, clearances are limited andnoNorthAmericanOCSelectrificationsupportsthetypical7meter,(23feet),clearanceenvelope requiredfordoublestackfreighttrainoperation.
24
GOElectrificationStudyBaselineReport
53
Itisnecessarytocomparetherequiredclearanceswiththeactual,recorded,clearancesavailablealong the alignment. The next phase of the report should investigate the GO linespecific and sitespecific electrificationloadinggaugeissues,including: Presentfreightclearances, Statutoryrequirementstomaintaincurrentfreightclearances, Statutory requirements not to preclude future freight clearances that support double stack containertrainsandotherhighclearancerollingstock, CommercialrequirementsofthefreightcarriersandthepossibilitythatsomeorallGOlinesfreight clearancescanbelimitedtoconventionalAssociationofAmericanRailroads(AAR)PlateCorPlate Fclearancesmoretypicalofboxcar,tankcar,gondola,hopperandflatcartraffic.
TypicalOCSEquipmentConstruction
ConceptualdrawingsarepresentedtoillustratetypicalarrangementsofvariousOCSconstructions.The drawingsarenottoscaleandtheirpurposeistoillustraterelativeplacementoftypicalOCSequipment. Figure88showsatypicaltwotrackOCSarrangementwithsidepoleconstruction.
CONTACT WIRE STATIC WIRE AT FEEDER WIRE MESSENGER WIRE
Figure88TypicalTwoTrackOCSArrangementwithSidePoleConstruction
POLE OFFSET EXISTING TRACK CENTER-TO-CENTER POLE OFFSET NOTES: 1. NORMAL POLE OFFSET IS 8'6" ON TANGENT TRACK. 2. TYPICAL TRACK CENTER-TO-CENTER IS 13 FEET. 3. REDUCED CLEARANCES REQUIRE METROLINX'S APPROVAL. 4. TYPICAL POLE HEIGHT IS 30 FEET.
C L
C L
Figure89showsatypicaltwotrackOCSarrangementwithcenterpoleconstruction.
STATIC WIRE
AT FEEDER WIRE
MESSENGER WIRE

POLE OFFSET POLE OFFSET CONTACT WIRE
Figure89TypicalTwoTrackOCSArrangementwithCenterPoleConstruction Figure810showsatypicalthreetrackOCSarrangementwithportalconstruction.Thisconceptcanbe extendedtopracticallyanynumberoftracks.

STATIC WIRE
C L C L
AT FEEDER WIRE MESSENGER WIRE
CONTACT WIRE
POLE OFFSET
EXISTING TRACK CENTER-TO-CENTER
EXISTING TRACK CENTER-TO-CENTER
POLE OFFSET
C L
C L
C L
Figure810TypicalThreeTrackOCSArrangementwithPortalConstruction
Figure 811 shows a typical twotrack OCS arrangement with headspan construction. Although considered by many to be more environmentally acceptable than portal construction, technically, a singlewirebreakageintheheadspanconstructionrendersalltracksinoperable. Figure811TypicalTwoTrackOCSArrangementwithHeadspanConstruction Figure812showsatypicalshopbuildingcontactwiresupports. Figure812TypicalShopBuildingSupports
INSULATOR CONTACT WIRE SHOP BEAM SHOP ROOF
1. 2. TURNBUCKLE TENSION ADJUSTERS 3. INSULATOR TURNBUCKLE TENSION ADJUSTER 1. HEADSPAN WIRE 2. BODY SPAN WIRE 3. STEADY SPAN WIRE FEEDER WIRE
MESSENGER WIRE
STATIC WIRE
CONTACT WIRE
8.5. TractionPowerReturnSystem
Thetractionpowerreturnsystemconsistsoftherunningrails,impedancebonds,crossbonds,overhead staticwire,andthegrounditself.Thetractionpowerreturnsystemconsideredinthereportutilizedthe followingconfiguration: StaticConductor,336.4kcmilACSRWire RunningRails,132RE
The static wire should be installed on the distribution system supporting structures effectively connectingtheOCSstructurestoeachotherandtotheground.Forthereturnsystemtooperateatits optimal level and to limit railtoground potentials, it is required to crossbond the running rails at impedance bonds, and to periodically connect the impedance bonds to the static wire/supporting structure system, as well as to the substation, autotransformer station, and switching station ground grids. Thisdesignallowsforportionsofthereturncurrenttoflowintherails,staticwire,andtheground.The purpose of this arrangement is to provide as low an impedance return system as possible in order to limitvoltageriseontherunningrails(railtogroundpotentials)andtoimprovecatenaryfaultdetection byfacilitatingsufficientlyhighshortcircuitcurrents.
8.6. SystemProtection TransformerandAutotransformerProtection

Eachtractionpowertransformerandautotransformerisrecommendedtobeequippedwithphaseand ground fault overcurrent relay and a differential relay. It is recommended that the traction power supplysubstationovercurrentprotectionisfullycoordinatedwiththepowerutilityprotection. Two stage winding overtemperature relay should be also provided. The relay should be designed to provideanalarmatlowerexcesstemperaturelevelandtoopenthemediumvoltagecircuitbreakersat higher excess temperature. A twostage sudden pressure relay for internal transformer faults should initiateanalarmforgasaccumulationandtripoutthetransformerintheeventofanoilsurge.
CatenaryandFeederProtection
Thecatenaryandfeedersystemprotectionshouldbeimplementedineachsubstation,autotransformer stationandswitchingstationswitchgear.Thesystemscanexperiencehighpeakloadcurrentsandlow faultcurrentswhichcanbecomparableinmagnitude.Thisprecludeseffectiveuseofovercurrenttype protection, as overcurrent relaying cannot distinguish between the high load currents and low fault currents. Themostfeasiblesolutionforcatenaryandfeederprotectionistheuseofdistancerelaying.Thisform ofprotectioniscomparativelysimpletoapply,isofhighspeedclass,andprovidesprimaryandbackup protection inherent in a single scheme. The distance relays measure impedance along the protected lineandarearrangedtooperateforfaultsbetweentherelaylocations.Thereachofthedistancerelays is usually divided into three protection zones, thus enabling time discrimination for faults in different linesections.Modernrelayshavecompletelyindependentandadjustableresistiveandreactivereach settingsandarecapableofoperatingwithforwardandbackwardreach. Faults occurring in the Zone 1 (the closest to the relay) are recommended to be cleared with no intentional time delay. Zones 2 and 3 (beyond Zone 1) have adjustable time delays and train start detection feature using current, voltage and phase rate of rise (di/dt, dv/dt, and d/dt) to trigger conditions to prevent the distance relay operation under train accelerating current. Further, it is recommended that the relays be equipped with circular and polygonal tripping characteristic with independently adjustable line resistance, line reactance, and load blinding settings to prevent the relayoperationontrainload.
Ahighproportionofcatenaryandfeederfaultswillclearoncethecircuitbreakerisopenedandtheair in the fault location is deionized. Depending on the railroad operating practices, use of an auto reclosingoperatingdevicecanbeconsidered.Theautoreclosingfeaturewillreclosethecircuitbreaker after an interval of 3 to 15 seconds, if not manually overridden. In the case of persistent faults, the circuitbreakerwilllatchoutonthesecondorthirdopening. In addition to distance relaying, consideration should also be given to twostage backup overcurrent protectionactivatedincaseofvoltagetransformerfailure,thermaloverloadprotectionwhichprevents the system conductors from overheating and possible annealing, and a fault locator unit capable of indicating fault distance from the relay. In order to accelerate the fault clearance, and in special circumstances, where sufficiently high short circuit currents are not available to clear remote faults, transfertripofremotecircuitbreakersusingpilotwireorfibreopticcommunicationcanbeconsidered.
OvervoltageProtection
It is recommended to provide comprehensive overvoltage protection to protect the traction power supply system and its components from overvoltages caused by lightning strikes or switching surges. Theprotectiveequipmentshouldincludeappropriatelyratedsurgearrestersandtransientvoltagesurge suppressors. The grounding connections of these devices should be as short as possible and without unnecessarybendsinthegroundingwires.Recommendedstandardsforapplicationofsurgeprotection includeIEEEC62SurgeProtectionStandardsCollection,UnderwritersLaboratoriesUL96A,NationalFire ProtectionAgencysNFPA780,andLightningProtectionInstitutesLPI175.
ProtectiveRelayImmunity
The electrification system protection must be immune to system harmonics and must ensure full discriminationofprotectivedevices.Theprotectionmustalsoprovideacompletebackupinthecaseof breakerorrelayfailureandbeinoperativeunderinrushofmagnetizingcurrenttoautotransformersand rollingstockonboardtransformers.
8.7. SupervisoryControlAndDataAcquisitionSystem
Each traction power supply substation, autotransformer station and switching station should be controlledlocallyfromaHumanMachineInterface(HMI)unit.TheHMIshouldbeequippedwithahigh resolution color CRT touch screen and programmed to show the electrical facility oneline diagram includingallmajorequipment. Remotecontrol,monitoringandtelemeteringofthetractionpowersupplysubstations,autotransformer stationsswitchingstations,andwaysidemotoroperateddisconnectswitchesusedforsystemsectioning should be provided. The use of a computerbased Supervisory Control and Data Acquisition (SCADA) system is recommended. In the Control Center, the SCADA system should be equipped with one or morecolorvisualdisplayunitswhichmaybesupplementedwithmodularorrearprojectionscreens. As a minimum, the SCADA/HMI system should incorporate the following local and remote control, monitoringandtelemeteringfeatures: Closingandopeningoperationsofallcircuitbreakersandmotoroperateddisconnectswitches Controlofelectricallockoutrelays Statusindicationofallcircuitbreakers,disconnectswitchesandgroundingswitches
Status indication of protective relaying, ac auxiliary power equipment and dc auxiliary power equipmentincludingthestationbatteryandbatterycharger Statusindicationofcommunicationsystem Enable/disableautomaticreclosingofcircuitbreakers Meteringofsubstationpowerdemandandenergyconsumption Maximumdemandprediction Recordingofmaintenanceclearancepermitsandmaintenancestatus Workpermit,powerremovalandoutofserviceequipmenttagging Catenarypowerremovalcoordinationwithrailroadoperationsandtrackblocking Annunciationofcircuitbreakertrippingandlowsubstationvoltages Annunciationoffacilityintrusionandsmoke/firealarms Sequenceofeventsrecording Voicecommunication
It is also recommended that the selection and deselection of equipment and control command transmittalbeperformedfromthecomputerkeyboardsandtouchscreens.InordertofacilitateSCADA systemmaintenance,softwarechanges,andtoavoiddisruptionofserviceduetofailures,duplicationof theSCADAsystemisrecommendedeitherattherailroadControlCenterorataremotelocation.
8.8. SystemGroundingAndBonding General

Inordertoprovideasafesystemforthegeneraltravelingpublicandtoprovidesafeenvironmentfor the system maintainers, various components of traction electrification system are required to be bondedandgrounded.Thepurposeforequipmentgroundingandbondingistolimitthemagnitudeof potentialstowhichapersonorpersonscouldbeexposedtosafelevels.Elevatedpotentialscanoccur during short circuits caused by insulation failures, OCS, transmission or distribution line conductor breakages, electromagnetic interference and accidental contact of nonenergized equipment with live equipment, such as when a fence connected to an overpass falls on energized OCS equipment underneath, or birds and rodents accidentally bridge the electrical clearance gap. In general, it is recommendedthatallOCScomponents,gradecrossings,pedestriancrossings,structures,buildings,and fences adjacent to the electrified tracks be grounded and bonded in accordance with Railway ElectrificationGuidelinesCSAC22.3No.8M91publishedbyCanadianStandardsAssociation.
TractionPowerSupplySubstations,AutotransformerStationsandSwitchingStations
Eachtractionpowersupplysubstation,autotransformerstationandswitchingstationisprovidedwith groundgrid.Thegroundgridisameshofcopperwiresexothermicallyweldedateachcrossandtee.In order to achieve a low overall grid resistance, the wire mesh is supplemented by ground rods. The depth,sizeoftheindividualmeshes,numberandtypeofgroundrodsrequired,andtheextentofthe
groundgridcanbedeterminedbyfollowingthecalculationmethodsandprocedurespublishedinIEEE Std.8025. Thegeneraldesignprincipleistoinstall thegridconductorssufficiently closeto eachother andprovidethegridwithsufficientnumberofgroundrods,sothat,intheeventofshortcircuitinthe facility,thestepandtouchpotentialsdonotexceedpermissiblelimits. All metal equipment in each facility should be bonded to the ground grid. This equipment includes supporting steel structures, metal housings, and electrical equipment within the metal housings, outdoor circuit breakers, power transformers, switchgear cubicles, surge arresters, transient voltage suppressers,lightingpoles,andthefacilityfence.
TractionPowerReturnSystem
Signalling system requires the running rails to be divided into electrically separate sections, socalled trackcircuits,byinsulatedrailjoints.Inordertoenablethetractionpowerreturncurrenttobypassthe insulated rail joints on its way back to the substation, impedance bonds are connected to the rails to spanthejoints.Theimpedancebondsdonotallowthesignallingcircuitcurrentstopass,butallowthe tractionreturncurrenttopass. Some impedance bonds are installed with connection only to the rails, some bonds are crossbonded (connected)tobondsservingothertracksinmultipletrackterritories,andsomeimpedancebondsare crossbonded and grounded. The purpose behind bonding and grounding of the bonds is to limit the returncircuitimpedanceandpreventexcessiveriseofrailtogroundvoltages.Atsubstationsthecross bondsareconnectedtothesubstationgroundgrid. The locations of crossbonds and grounded crossbonds is critical for satisfactory operation of the signalling system, and therefore, the bonding and grounding design should be developed in close collaborationbetweensignallingandelectricalpowerengineeringstaff.
OverheadContactSystem
Alongtheopenroute,theOCSpolesarebondedtoastaticwire.Thestaticwireisaconductorattached toeachpoleorportalstructureandisgroundedatlocationsofgroundedcrossbonds.Inmultipletrack territoriesmultiplestaticwiresmaybeprovided. Atlocationsofmanuallyoperateddisconnectswitchesanindividualgroundmatisprovidedundereach switchoperatinghandletoprotecttheoperatoroftheswitch.
PassengerStationsandPlatforms
Inordertopreventvoltagedifferencebetweenthestationplatformsandrollingstockbody,whichmay be noticed by boarding and alighting passengers, all station steelwork is bonded and connected to a groundwirewhichisconnectedtoimpedancecrossbondsinthevicinityofthestation.
25IEEEGuideforSafetyinACSubstationGrounding
Fences,Bridges,FuelTanksandOtherUtilities
Longfencesparallelingthetracksshouldbeperiodicallygroundedtogroundrods.Typically,aground rod should be installed every 300 m to 1,000 m (1,000 feet to 3,000 feet), depending on the fence proximitytothetracks,inaccordancewithCSAC22.3No.8M91. Bridges, fuel tanks, and other utilities crossing the railroad should be equipped with ground wire grounded with ground rods on each side of the railroad, in accordance with CSA C22.3 No. 8M91. Utilitypipelinesattachedtothebridgesshouldbebondedandconnectedtothebridgegroundwires. Such installation should be reviewed by the facility owner to ensure compliance with the owner requirements.
8.9. OverallSystemArrangementAndEquipmentRatings
TheMetrolinxsystemisproposedtobesuppliedby7substations,17autotransformerstations,and4 switching stations as shown in Table 85. The Table shows the proposed number and rating of the traction power transformers and autotransformers, as well as the total power capability for each substation,autotransformerstation,andswitchingstation. Table85TractionPowerSystemFacilitiesProposedfortheMetrolinxGOElectrificationSystem Total Transformer Station Rating Capability (MVA) (MVA) 5 20 5 20 5 5 5 5 30 5 20 40 10 40 10 10 10 10 60 10
Line
Autotransformer Switching Numberof Substations Stations Stations Transformers
Mimico Lakeshore WestLineto TH&B Burlington West Lakeshore WestLineto St. Catharines Lakeshore EastLine Scarborough
HamiltonTH&B Grimsby St.Catharines DonYard
BathurstSt. Oakville Durham
4 2 2 2 2 2 2 2 2 2
61
Oshawa MiltonLine DixieRoad Georgetown Line Guelph NewMarket BarrieLine Richmond HillLine Stouffville Line Preliminary locations of substations, autotransformer stations and switching stations as well as the conceptualsinglelinediagramoftheelectrificationsystemareshowninFigure813. GilfordSt. Allandale OldCummer Bloomington Unionville Lincolnville 2 2 2 2 2 2 5 5 5 5 5 5 10 10 10 10 10 10 Meadowvale Milton Woodbine Kitchener Maple Georgetow n 2 2 2 2 2 2 2 2 2 5 5 5 30 5 20 5 5 20 10 10 10 60 10 40 10 10 40 CarltonPk. Cooksville 2 2 2 20 5 5 10 10 10

NOTES:
1. ATS ALLANDALE, MP 63.5 THE DRAWING REPRESENTS CONCEPTUAL LOCATIONS OF SUBSTATIONS, AUTOTRANSFORMER STATIONS AND SWITCHING STATIONS FOR THE STUDY REFERENCE CASE INCLUDING 12-CAR EMU TRAINS OPERATING ON ALL CORRIDORS, EXCEPT FOR THE AIRPORT RAIL LINK, WHICH OPERATES WITH TWO-CAR EMU TRAINS. THE UNION STATION LAYOUT IS ASSUMED TO COMPRISE OF 12 PASSENGER STATION TRACKS AND 2 BYPASS TRACKS. THE UNION STATION TRACKS REDUCE TO 8 TRACKS WEST OF THE STATION AND TO 6 TRACKS EAST OF THE STATION. ALL FACILITY LOCATIONS ARE SHOWN WITH RESPECT TO UNION STATION MILEPOST 0.0. ALL HIGH VOLTAGE, BUS INCOMING, FEEDER, AND CATENARY CIRCUIT BREAKERS ARE NORMALLY CLOSED. ALL BUS TIE CIRCUIT BREAKERS ARE NORMALLY OPEN, UNLESS DESIGNATED N.C., NORMALLY CLOSED. THE FEEDER AND CATENARY CIRCUIT BREAKERS ARE SINGLE-POLE. THE CIRCUIT BREAKER PROTECTING THE AUTOTRANSFORMERS ARE DOUBLE-POLE. THE AIRPORT LINE CAN BE SUPPLIED BY DISCONNECT SWITCHES PLACED OVER THE SECTION INSULATORS. ALTERNATIVELY, TWO ADDITIONAL CIRCUIT BREAKERS CAN BE PROVIDED TO SUPPLY THE LINE CATENARY. MEDIUM VOLTAGE CIRCUIT BREAKER DISCONNECT SWITCH PHASE BREAK SECTION INSULATOR GROUNDING CONNECTION TPS SWS ATS TRACTION POWER SUBSTATION SWITCHING STATION AUTOTRANSFORMER STATION AUTOTRANSFORMER TRACTION POWER SUPPLY SUBSTATION TRANSFORMER
LEGEND:
PHASE-TO-PHASE CONNECTION TO THREE-PHASE UTILITY SYSTEM HIGH VOLTAGE CIRCUIT BREAKER
2. ATS KITCHENER MP 62.6 TPS GUELPH MP 49.6 3. 4. 5.
GEORGETOWN LINE
BARRIE LINE
ATS GILFORD ST., MP 49.4
6. 7. 8. 9.
SWS GEORGETOWN MP 29.4
10. AT THE END-OF-LINE AUTOTRANSFORMER STATIONS, SPACE SHOULD BE RESERVED FOR ADDITIONAL CIRCUIT BREAKERS FOR POSSIBLE LINE EXTENSIONS IN THE FUTURE. 41.5 TPS NEW MARKET, MP 32.8 11. TO SIMPLIFY THE DRAWING, NOT ALL DISCONNECT SWITCHES AND TRACK CROSSOVERS ARE SHOWN. 12. EACH LAYOVER FACILITY IS RECOMMENDED TO BE SUPPLIED BY A DEDICATED CIRCUIT BREAKER FROM THE CLOSEST SUBSTATION, AUTOTRANSFORMER STATION OR SWITCHING STATION. THE CIRCUIT BREAKERS ARE NOT SHOWN. 13. THE PHASE CONNECTIONS OF THE TRACTION POWER TRANSFORMERS TO THE HIGH VOLTAGE NETWORK SHOULD BE DEVELOPED DURING PRELIMINARY DESIGN BASED ON CONSULTATION WITH HYDRO ONE. 14. A STUDY SHOULD BE PERFORMED DURING PRELIMINARY DESIGN TO DETERMINE IMPACT OF TRACTION LOADS ON THE HYDRO ONE SYSTEM. THE STUDY SHOULD INCLUDE INVESTIGATION OF EFFECTS OF PHASE UNBALANCE, HARMONICS, POWER FLUCTUATION, AND POWER FACTOR. 15. FINAL LOCATIONS OF ALL FACILITIES SHOULD BE CONFIRMED DURING PRELIMINARY ENGINEERING TAKING INTO ACCOUNT ANY CHANGES IN TRAIN OPERATING SCHEDULES AND CONSIST SIZES. ATS BLOOMINGTON, MP 28.5
29.4
TPS DIXIE RD MP 17.6
ATS LINCONVILLE, MP 30.7
17.5
ATS WOODBINE MP 13.5
16. PHASE BREAKS ON LAKESHORE WEST LINE IN BATHURTS STREET SWITCHING STATION CAN BE LOCATED WEST OF GEORGETOWN LINE TURNOUTS. 17. CONCEPTUAL TRACTION POWER TRANSFORMER AND AUTOTRANSFORMER RATINGS AND IMPEDANCES: BRAMPTON AND SCARBOROUGH SUBSTATIONS, RATING 2x30 MVA, IMPEDANCE 7% ALL OTHER SUBSTATIONS, RATING 2x20 MVA, IMPEDANCE 7% RICHMOND HILL ALL AUTOTRANSFORMERS, RATING 5 MVA, IMPEDANCE 1.5%
ATS MAPLE, MP 18.2 MP 15.4 ATS CARLTON PK, MP 4.8 13.5
LINE
AIRPORT RAIL LINK MILTON LINE

ATS MILTON MP 31.2 ATS MEADOWVALLE MP 22.4 ATS COOKSVILLE MP 13.6
ATS OLD CUMMER, MP 14.8 21.0 ATS UNIONVILLE, MP 18.8
STOUFFVILLE LINE
18.8 4.8 ATS HAMILTON TH&B MP 39.9 TPS BURLINGTON WEST, MP 32.7 SWS OAKVILLE, MP 19.7
3.0
37.3 39.3 36.9
21.4
2.0 UNION STATION MP 0.0 19.9 TPS MIMICO, MP 7.8 ATS GRIMSBY, MP 54.3 SWS BATHURST ST. MP 1.1 ATS DON YARD, MP 1.4 TPS SCARBOROUGH, MP 8.2 SWS DURHAM JCT., MP 19.9 36.2 42.9 TPS OSHAWA, MP 30.8
LAKESHORE LINE WEST
LAKESHORE LINE EAST
ATS ST. CATHARINES, MP 71.2
Figure813ConceptualOneLineDiagramoftheElectrificationSystem
8.10. NormalAndEmergencyOperation NormalOperation

During normal operation of the power system, i.e., when all equipment, including substations, is in service,eachtractionpowertransformerfeedsitsownsectionoftrack.Asectionoftrackinthiscontext isdefinedasfollows: Asectionextendingfromthetractionpowersubstationtransformertotheendofthesystem Asectionextendingfromthetractionpowersubstationtransformertotheswitchingstation
Usingtheabovedefinitions,theMetrolinxLakeshoreLineWest,forexample,hasthefollowingsections: Section1HornersubstationtoBathurstSt.switchingstation Section2HornersubstationtoOakvilleswitchingstation Section3BurlingtonsubstationtoOakvilleswitchingstation Section4BurlingtonsubstationtoendofthelineatHamiltonandSt.Catharines
TransformerOutage
Two transformers are installed in Horner and Burlington substations. For example, following a transformeroutageatHornersubstation,continuityofpowersupplytotheSections1and2isachieved by closing of the feeder and catenary bustie circuit breakers at that substation. The substation transformerremaininginservicethenfeedsbothsectionsofthesystem.Similarswitchingwouldoccur atBurlingtonsubstationtomaintaincontinuityofpowersupplytoSections3and4.
SubstationOutage
In the event of an entire substation failure, continuity of power supply would be provided by the remaining inservice substation. For example, should Horner substation fail, Burlington substation TransformerT2mustbecapableofsupplyingitsownSection3,aswellasSections1and2normallyfed by Horner substation, as described above. Similarly, should Burlington substation fail, the Horner substationtractionpowerTransformerT1wouldsupplySections2,3,and4. This switching is facilitated by the switching station and the outofservice substation. The normally openswitchingstationfeederandcatenarybustiecircuitbreakersandthenormallyopenbustiecircuit breakersintheoutofservicesubstationwouldbeclosedtoextendfeedingoftheinservicesubstation transformertotherequiredsectionsofthesystem. In order to prevent accidental closing of the bustie circuit breakers and connecting two outofphase buses, the bustie circuit breaker operation is interlocked. The interlocking circuit allows the bustie circuitbreakerstocloseonlywhenoneofthebusesisdeenergized(thebusbarvoltageismonitoredby potentialtransformers)andtheassociatedcircuitbreakerfeedingthedeenergizedbusbarisopen.The interlockingpreventsthebustiecircuitbreakerstoclosewhenbothbusesareenergized.
9. EVALUATIONOFSHORTLISTOFOPTIONS 9.1. ShortListOfOptions

Thehighlevelevaluationidentifiedthefollowingshortlistofoptions: Option1GeorgetownLineandAirportRailLink Option2LakeshoreLines,EastandWest(uptoHamiltonSt.James) Option3GeorgetownLine,AirportLinkandLakeshoreLines,EastandWest(uptoHamiltonSt. James) Option11GeorgetownLine,LakeshoreLines,EastandWest(HamiltonSt.James),andMiltonLine Option15GeorgetownLine,LakeshoreLines,EastandWest(uptoHamiltonSt.James),Milton LineandBarrieLine Option18EntireNetwork(uptoHamiltonTH&BandSt.CatharinesonLakeshoreWestline)
The rolling stock, substation, autotransformer station, and switching station requirements for each optionareidentifiedinthefollowingsections.Allrollingstockquantitiesincludespares.Thenumberof trackstobeelectrifiedispresentedinSections6and8.
9.2. Option1ElectrificationOfTheGeorgetownLine
The Option 1 provides for electrification of the Georgetown and Airport Rail Link. The rolling stock, substation,autotransformerstation,andswitchingstationrequirementsareidentifiedinTable91.
Table 91 Rolling Stock and Traction Power System Facilities Required for Electrification of GeorgetownLine Line Lakeshore West Line to Hamilton St.James 17 Georgetown Line toKitchener Inadditiontotheaboverollingstockquantities,12EMUsarerequiredtoservetheAirportRailLink. OnetrackofLakeshoreWestLineisrequiredtobeequippedwithOCStoprovideaccessfortheelectric trainstotheWillowbrookmaintenancefacility. 131 18 DixieRoad Guelph Locomotives Coaches CabCars Substations Autotransformer Switching Stations Stations
BathurstSt.
CarltonPark Woodbine Kitchener
Georgetown
9.3. Option2ElectrificationOfTheLakeshoreEastAndWestLines
Therollingstock,substation,autotransformerstation,andswitchingstationrequirementsforOption2 areidentifiedinTable92. Table92RollingStockandTractionPowerSystemFacilitiesRequiredforElectrificationofLakeshore EastandWestLines Line Lakeshore West Line to Hamilton St.James 44 Lakeshore East Line to Bowmanville Inadditiontotheaboverollingstockquantities,12DMUsarerequiredtoservetheAirportRailLink. 358 46 Locomotives Coaches CabCars Substations Mimico Burlington West Scarborough Oshawa Autotransformer Switching Stations Stations BathurstSt. Oakville
DonYard
Durham
9.4. Option3ElectrificationOfTheGeorgetownAndLakeshoreEastAndWestLines
Therollingstock,substation,autotransformerstation,andswitchingstationrequirementsforOption3 areidentifiedinTable93. Table 93 Rolling Stock and Traction Power System Facilities Required for Electrification of the GeorgetownandLakeshoreEastandWestLines Line Locomotives Coaches CabCars Substations Mimico Burlington West 60 488 63 Scarborough Oshawa DixieRoad Guelph Autotransformer Switching Stations Stations BathurstSt. Oakville
Lakeshore West LinetoSt.James LakeshoreEastLine toBowmanville GeorgetownLineto Kitchener
DonYard CarltonPark Woodbine Kitchener
Durham
Georgetown
Inadditiontotheaboverollingstockquantities,12EMUsarerequiredtoservetheAirportRailLink.
9.5. Option 11 Electrification Of The Georgetown, Lakeshore East And West, And Milton Lines
Therollingstock,substation,autotransformerstation,andswitchingstationrequirementsforOption11 areidentifiedinTable94.
Table 94 Rolling Stock and Traction Power System Facilities Required for Electrification of Georgetown,LakeshoreEastandWest,andMiltonLines Line Locomotives Coaches CabCars Substations Mimico Burlington West Scarborough Oshawa 73 Milton Line to Milton 595 76 Autotransformer Switching Stations Stations BathurstSt. Oakville
Lakeshore West LinetoSt.James Lakeshore East Line to Bowmanville
DonYard
Durham
Cooksville Meadowvale Milton
Georgetown Line toKitchener
DixieRoad Guelph
CarltonPark Woodbine Kitchener
Georgetown
Inadditiontotheaboverollingstockquantities,12EMUsarerequiredtoservetheAirportRailLink.
9.6. Option 15 Electrification Of The Georgetown, Lakeshore East And West, Milton And BarrieLines
Therollingstock,substation,autotransformerstation,andswitchingstationrequirementsforOption15 areidentifiedinTable95.
Table 95 Rolling Stock and Traction Power System Facilities Required for Electrification of Georgetown,LakeshoreEastandWest,MiltonandBarrieLines Line Locomotives Coaches CabCars Substations Mimico Burlington West Scarborough Oshawa Autotransformer Switching Stations Stations BathurstSt. Oakville
Lakeshore West LinetoSt.James Lakeshore East Line to Bowmanville Milton Line to Milton
DonYard
Durham
Cooksville 81 666 84 Meadowvale Milton Georgetown Line toKitchener DixieRoad Guelph CarltonPark Woodbine Kitchener Maple Barrie Line to Allandale Inadditiontotheaboverollingstockquantities,12EMUsarerequiredtoservetheAirportRailLink. NewMarket GilfordSt. Allandale
Georgetown
9.7. Option18ElectrificationOfTheEntireNetwork
The electrification of all corridors includes Hamilton TH&B and St. Catharines sections on Lakeshore West line, as well as electrification of the Richmond Hill and Lincolnville lines. The rolling stock, substation,autotransformerstation,andswitchingstationrequirementsforOption18areidentifiedin Section8andpresentedinTable96.
Table96RollingStockandTractionPowerSystemFacilitiesRequiredforElectrificationoftheEntire MetrolinxGOSystem Line Lakeshore West LinetoTH&B Lakeshore West Line to St. Catharines Lakeshore Line MiltonLine GeorgetownLine BarrieLine RichmondHillLine StouffvilleLine Inadditiontotheaboverollingstockquantities,12EMUsarerequiredtoservetheAirportRailLink. 107 888 112 East Locomotives Coaches CabCars Substations Autotransformer Switching Stations Stations HamiltonTH&B Grimsby St.Catharines DonYard Mimico Burlington West Scarboroug h Oshawa DixieRoad Guelph New Market CarltonPk. Cooksville Meadowvale Milton Woodbine Kitchener Maple GilfordSt. Allandale OldCummer Bloomington Unionville Lincolnville BathurstSt. Oakville Durham Georgetow n
10. FINDINGSANDCONCLUSIONS
Theloadflowsimulationresultsshowthattheconceptualtractionelectrificationsystemdesignofthe Metrolinxsystemisincompliancewiththeacceptedindustrypractices.Specifically: Thetrainvoltagesarewellabovetheminimumdesignvalues. Change in substation, autotransformer station, and switching station locations may be made for operational requirements and due to real estate availability. Changes in facility locations will not materiallyimpacttheminimumsystemvoltages. SubstationlocationsinproximitytoHydroOneshighvoltagetransmissionlinesandsubstationsin ordertolimitcostofadditionalconnectingtransmissioncircuits. Location of substations, autotransformer stations, and switching stations to enable the system to operateduringnormalandcontingencyconditions. Substation transformer and autotransformer ratings were selected to provide sufficient power to thesystem. Catenaryandfeeder currentsarewell belowtheoverheadfeederandcatenarysystemconductor thermalcapabilities.
The traction electrificationsystemisdesignedtosupport theultimatefuture systemoperationduring normalandcontingencyconditions. The preferred rolling stock technology for the system is the electric locomotive hauled train with ten (10)coaches,exceptfortheAirportRailLinkwheretrainconsistsoftwosinglelevelmultipleunitswill beused.
APPENDIX7ADOCUMENTDEFINITIONSANDGLOSSARYOFTERMS
Term A AutotransformerFed System Electrification system consisting of substations feeding alongtrack feeder and catenary systems. The feedertocatenary voltage is steppeddown to catenarytorail voltage at autotransformer stations and switching stations located along the system by the means of autotransformers.Sincethefeedertocatenaryvoltageistypicallytwo to three times the catenarytorail voltage, longer substation spacing can be achieved than for a directfed system not using autotransformers. Station with one or more autotransformers used for transforming the feedertocatenary voltage to catenarytorail voltage. Autotransformerstationscontaincircuitbreakersorswitchgearlineups and effectively parallel the feeder and catenary circuits. Feeder and catenary paralleling achieves better current sharing between the conductors, lowers the effective impedance between substations and trains,andresultsinlowervoltagedrop. Definition
AutotransformerStation
C CabCar Apassengercarryingrailcarthatalsohasacontrolstandfromwhicha trained operator can control the propulsion and braking of the train consist. Overhead power distribution system providing traction power to electriclocomotivesandEMUcars.
CatenarySystem
Catenary System Poles, towers, bridges, or other stationary structures used for SupportingStructures supporting a catenary system including foundations, anchors, guys, braces,andsimilarreinforcingattachments. CenterFedSystem Electrificationsysteminwhichsubstationsfeedsectionsofcatenaryat their center to minimize catenary voltage drop. In the event that the centerfed system operates at commercial frequency, the system substations would have one or two singlephase traction power transformers connected phasetophase to the threephase power utilitynetwork. Ageneralizedplandescribingdesignrequirementsandusedasaguide topreliminarydesign.
ConceptualDesign
73 GOElectrificationStudyFinalReportAppendix7BDecember2010
Term CoachCar Definition Apassengercarryingrailcarwithoutanoperatorscontrolcab.Acoach caristypicallysimplerthanacabcar. Conductor in contact with pantograph used by locomotives and EMU carstocollecttrainpowerrequirements.Theconductorissuspended from messenger or auxiliary messenger by the means of hangers and contactwireclamps. Connections between impedance bonds to reduce effective resistance ofthetractionpowerreturnsystemandtoreturnthecurrentsbackto thesubstation.
ContactWire
Crossbonds
D DirectFedSystem Electrification system consisting of substations feeding a catenary system. Delivery of power from transmission system to enduse customers at voltagesgreaterthan110Vandlessthan69kV. A railroad car equipped with its own electrical propulsion system, brakingsystem,andauxiliarydevices. Ameansforpropulsionofrailroadvehicleswherebypowerisprovided by electrical energy transmitted from a remote source through a tractionpowerdistributionsystem. Facilities and structures required to provide electrical power to the trains.
Distribution
E ElectricMultipleUnit
ElectricTraction
ElectrificationSystem
F FinalDesign A design stage during which final specifications, contract drawings, schedules, and cost estimates are prepared for a specific construction project. of Power Train power demand has a highly fluctuating pattern due to frequent trainaccelerationanddeceleration,andduetosuddenchangesintrack gradient. Consequently, the traction power substations have correspondinglyfluctuatingpowerdemandonthepowersupplyutility system.
Fluctuation Demand
Fundamental
Frequency Thefundamentalfrequencyisthefirstharmonic.
74
GOElectrificationStudyFinalReportAppendix7BDecember2010
Term Component G GroundedEquipment Equipment connected to the conducting mass of the earth via ground rods, grounding grid, or both, to ensure an immediate discharge of electricalpotentialwithoutdanger. Definition
H Harmonics Voltages and currents at frequencies other than the fundamental system frequency. Harmonics are caused by nonlinear circuit componentssuchasdiodes,thyristorsandtransistors. Voltageandcurrentwaveformdistortionduetotheharmoniccurrents generated by nonlinear equipment, such as power electronics controlledequipmentonboardtherollingstockorinsubstations.
HarmonicDistortion
I ImpedanceBond Anironcorecoiloflowresistanceandrelativelyhighreactanceusedto confine signalling current to its own track circuit and to provide a continuouspathforthetractionreturncurrentaroundinsulatedjoints tosubstation.
Independent Electricity The Independent Electricity System Operator (IESO) is a government SystemOperator(IESO) agencyresponsibleforthedaytoday operationof Ontario'selectrical system. Insulated Gate Bipolar A semiconductor device acting as an electronic switch capable of Transistor(IGBT) switching current on and off with greater efficiency and lower harmonicsthanthyristor. M MessengerWire Upper wire in a catenary system from which the contact wire is suspendedbymeansofhangers. Anidentifierforagivenlocationalongarailroadline.Milepostsmayor maynotbelocatedexactlyonemileapartandmaynotbesequentially numbered. Arailroadcarequippedwithitsownpropulsionsystem,brakingsystem, andauxiliarydevices.
Milepost
MultipleUnit
P
Term Pantograph Definition LocomotiveorEMUcollectoroftractionpowerfromoverheadcatenary system. Uppermost part of the pantograph fitted with the current collector whichslidesonthebottomofcontactwire. Stations containing circuit breakers or switchgear line ups used for paralleling of traction power distribution system circuits. Catenary paralleling achieves better current sharing between the conductors, lowers the effective impedance between substations and trains, and resultsinlowervoltagedrop. System consisting of onboard and wayside equipment enabling locomotives or EMU cars automatic, or on the fly, negotiation of phase breaks by ramping propulsion power down on approach and rampingpropulsionpowerupuponcrossingthephasebreak.
PantographHead
ParallelingStation
PhaseBreakSystem
PhasetoPhaseConnection Tractionpowertransformersofacelectrifiedrailsystemsoperatingat commercial frequency receive power input from high voltage utility system. The transformers are connected between two conductors (phases) of the threeconductor (threephase) power utility system. Such phasetophase connection results in unequal phase loading and causesacertainlevelofunbalanceintheutilitysystem. Power Demand Analysis A computeraided report using specially written computer program to andLoadFlowReport calculatethecombinedperformanceofthetractionpowersupplyand traction power distribution systems with operating trains. The report results include catenary system voltages, catenary system currents, substation power demand requirements and substation energy consumption. PowerFactor Ratioofuseful(real)powertototal(apparent)power.Powerfactoris dependent on the rolling stock propulsion system design. With conventional propulsion systems using thyristorcontrolled rectifiers anddctractionmotors,thepowerfactorislowatlowtrainsspeedsand improvesasthespeedincreases.UsingmodernIGBTbasedpropulsion systems with ac motors, a power factor close to unity can be maintainedthroughoutthespeedrange. A design stage at which specifications and drawings clearly show all majordesignelementsanddefinerequirementsforfinaldesign.Design calculations are substantially complete, cost estimates are detailed to an extent compatible with the level of design, and a preliminary constructionsequenceschedulesareprepared.
PreliminaryDesign
Term PrimeMover Definition The core source of tractive power on a nonelectrified railcar. For a diesellocomotive,theprimemoveristraditionallyasinglelargediesel engine. More modern designs, including DMUs, tend to use several medium sized diesel engines to create the traction power. A fuel cell canalsobeaprimemover.
S SimpleCatenarySystem Asystemofmessengerwiresupportingacontactwirebythemeansof hangers. The system is suitable for medium speed to highspeed applications.
SingleContactWireSystem A system of single contact wire without messenger or auxiliary messengerwire.Thesystemissuitablefortramwaysystem,yard,and shopapplications. StaticVArCompensator Equipment used to improve voltage profile, reduce unbalance, and mitigateharmonicdistortionattheutilitypowersupplybusbar. Thatamountoftimeduringwhichatrainisstoppedtoopenandclose doorsandreceiveand/ordischargepassengers. Traction power supply facility. Typical traction power substation includespowerutilityinterfaceequipment;disconnectswitches,circuit breakers,tractionpowertransformers,switchgear,controlequipment, and auxiliary system. Special equipment, such as harmonic filters, power factor control equipment or static VAr compensators may be installedinsubstations,asrequired. Stations containing circuit breakers or switchgear line up used for switching section of distribution system during substation outage conditionsandforparallelingdistributionsystemcircuits.
StationDwellTime
Substation
SwitchingStation
T Thyristor A semiconductor device acting as an electronic switch capable of switchingcurrentonandoff. An electrical circuit formed by the running rails of the track. The purposeofthetrackcircuitistodetectthepresenceofrollingstockon a given section of track when the track circuit is shortcircuited by wheelsandaxles. Electrification Tractionpowersupply,tractionpowerdistribution,andtractionpower returnsystems.
TrackCircuit
Traction System
Term TractionMotor Definition An electric motor that directly drives one or more axles to propel a railcaralongthetracks.
TractionPowerDistribution Overhead catenary system, overhead trolley system or contact rail System system. Each may be accompanied by along track overhead or undergroundfeeders. Traction System Traction System Power Return Rails, impedance bonds, crossbonds, earth, and in the case of ac electrification,alsostaticwire. Supply Tractionpowersubstationslocatedatpredeterminedspacingalongthe route. Deliveryofpoweratavoltageof69kVorhigherfromgeneratingplants acrossinterconnectedhighvoltagefacilitiestopointswherethepower entersdistributionsystem.
Power
Transmission
U Unbalance Voltage and current unbalance occurs when a threephase system suppliesaphasetophaseload.Theutilitysystemvoltageandcurrent unbalancecanbelimitedbyalternatingsubstationtransformerprimary connectionstodifferentphasesoftheutilitypowersystem,e.g.,AB,B C,CA,AB,andsoon.
V VoltageFlicker Mathematically, the voltage flicker is defined as a change in voltage dividedbythevoltage,andisusuallyexpressedinpercent.
A A AAR A,B,C ac AMT APS APTA Ampere AssociationofAmericanRailroads DesignationofThreePhasesofUtilityPowerSystem AlternatingCurrent AgenceMtropolitainedeTransport AlimentationParSol AmericanPublicTransitAssociation
Term AREMA AT ATF ATS AW0 AW1 AW2 Definition AmericanRailwayEngineeringandMaintenanceofWayAssociation Autotransformer AutotransformerFed AutotransformerStation EmptyCarOperatingWeight,FilledwithConsumables AW0WeightPlusFullSeatedPassengerLoadAndTrainCrew AW1 Weight Plus Standees at 4 per square meter of Available Floor Space (One Passenger per 2.7 sq. ft.). Structural Mean Fatigue Load, PropulsionandDynamicBrakingPerformanceLoad. AW1 Weight Plus Standees at 6 per square meter of Available Floor Space (One Passenger per 1.8 sq. ft.). Friction Braking Performance Load. Either 105% of AW3 or AW1 Weight Plus Standees at 8 per square meter of Available Floor Space (One Passenger per 1.35 sq. ft.). StructuralDesignLoad,notContemplatedForRevenueOperation.
AW3
AW4
B BE C C CEPA CFM CFR cmil CN CNG CO BrakingEffort Capacitance CanadianEnvironmentalProtectionAct CubicFeetperMinute CodeofFederalRegulations(UnitedStates) Circularmil CanadianNationalRailway CompressedNaturalGas CarbonMonoxide
Term CP CSA CSI D dB dBV/m/MHz Decibel DecibelMicrovoltper Meterper Megahertz,UnitforMeasurementof ElectricFieldStrength DirectCurrent DieselElectricMultipleUnit DirectFed DieselMultipleUnit DualModeMultipleUnit Definition CanadianPacificRailway CanadianStandardsAssociation CabSignalInterference
dc DEMU DF DMU DMMU E EC EIS Eff ELF EMF EMI EMR EMU EPA ESI F
EnvironmentCanada EnvironmentalImpactStatement Efficiency ExtremelyLowFrequency ElectromagneticFields ElectromagneticInterferenceorElectromagneticInduction ElectromagneticRadiation ElectricMultipleUnit EnvironmentalProtectionAgency(UnitedStates) ElectrostaticInterferenceorElectrostaticInduction
Term FCC FRA G G g/bhph H HC HDMU HEP HMI hp HV HVAC Hz I IEEE IESO IGBT IPT J j K k kilo,103 ComplexNumberOperator TheInstituteofElectricalandElectronicsEngineers,Inc. IndependentElectricitySystemOperator InsulatedGateBiPolarTransistor InductivePowerTransfer Hydrocarbons HybridDieselMultipleUnit HeadEndPower HumanMachineInterface Horsepower HighVoltage Heating,VentilationandAirConditioning Hertz Giga,109 Grams/BrakeHorsepowerHour Definition FederalCommunicationsCommission(UnitedStates) FederalRailroadAdministration(UnitedStates)
Term kA kcmil kV kVA kVAr kW kWh kWh/ckm kWh/cm L L ICNIRP LHC LNG LV M M m Maglev MHz MP MPI Mega,106 micro,106 mili,103 MagneticLevitation Megahertz Milepost MotivePowerIndustries Inductance InternationalCommissiononNonIonizingRadiationProtection LocomotiveHauledCoaches LiquefiedNaturalGas LowVoltage Definition Kiloampere KiloCircularMil Kilovolt KilovoltAmpere KilovoltAmpereReactive Kilowatt KilowattHour KilowattHourperCarKilometre KilowattHourperCarMile
Term MU MV MVA MVAr MW MWh N N.C. NMHC N.O. NOx O O&M OCS ONAN P PCE PM PM10 PTC p.u. R R Resistance PantographClearanceEnvelope ParticulateMatter ParticulateMatterLessthan10MicronsinDiameter PositiveTrainControl PerUnit OperationandMaintenance OverheadContactSystem OilNaturalAirNaturalTransformerCoolingMethod NormallyClosed NonMethaneHydrocarbons NormallyOpened NitrogenOxides Definition MultipleUnit MediumVoltage MegavoltAmpere MegavoltAmpereReactive Megawatt MegawattHour
Term RF RLC ROW RR S SVC SWS T T TE TES TH&B TPS V V Vac Vdc W WHO X X Xfrm Z Reactance Transformer WorldHealthOrganization Volt Volts,AlternatingCurrent Volts,DirectCurrent Tesla,Transformer TractiveEffort TractionElectrificationSystem Toronto,HamiltonandBuffalo TractionPowerSubstation,TractionPowerSupply StaticVArCompensator SwitchingStation Definition RadioFrequency ResistiveInductiveCapacitive RightofWay Railroad
Term Z Definition Impedance
APPENDIX7BSYSTEMMODELINGSOFTWARE
General Todevelopconceptualsystemdesignanddeterminetheelectrificationsystemcostandpowerdemand and energy consumption cost, a comprehensive modeling of the traction power system and of the underlying train operations is performed. For the performance of the modeling, stateoftheart simulationsoftware,theTrainOpsTMdevelopedbyLTK,isused ThedifferencebetweenTrainOpsandconventionalsoftwarepackagesisinthefundamentalmodeling ofthetractionelectrificationsystemanditsinteractionwiththetrainpropulsionsystem,asdescribed below. LimitationsofConventionalSoftware Conventionalsimulationpackagesperformtractionpowersystemstudiesintwosteps.Inthefirststep, aTrainPerformanceCalculator(TPC)runisperformedforeachtrainoperatingalongtherailroadroute at fixed voltage, taking into account the train data, track gradients, speed restrictions, and passenger stationstoppingpattern.Thissimulationyieldsafixedpowerprofileasafunctionoftrainlocationand stationtostation operating time for each train consist along the given route. Subsequently, in the secondstep,thefixedtrainpowerprofilesforminputtotheelectricalnetworksimulator. Theconventionalsoftwaretrainpowerdemandprofilesarestatic,voltageindependent,andrepresent anunconstrainedelectricalloadrequirement.Thisisnotarealisticrepresentationofsystemoperation, astheperformanceofeverytrainonthesystemisconstrainedandinfluencedbythevoltagevariation oftheoverheadcontactsystem(OCS)causedbythetrainitselfaswellasbyothertrainsoperatingon the system. Because the train power demand is always constrained by the voltage at the OCS, performing the simulations with unconstrained power demands yields unrealistically high and significantly conservative results. Based on such results, a designer may recommend capital expendituresthatmaynotbeneeded. AdvantagesofTrainOps InordertoobtainanaccurateandrealisticrepresentationoftheMetrolinxpowersystem,itisessential thatthetractionpowersystemsimulationsbeperformedusingsoftwarethatpermitsdynamicmodeling oftheelectrictrainoperationandtheperformanceofthetractionpowersystem.Thisincludesdynamic simulationoftheinteractionbetweenthetrainsandthepowersystemasconditionschangealongthe alignment. Voltage variation at the pantograph affects train performance. When the voltage decreases, the acceleration, and, therefore, the simulated velocity and location of the train are altered. Conversely, whenthesystempresentshighvoltagetothetrain,therollingstockcanaccelerateatfullrateandreach themaximumoperatingspeedinshortertime. InTrainOps,thechangeinOCSvoltageatthetrainisreflectedinachangeofvehicletractiveeffortand propulsionpowerdemand.Thechangeinvehiclepropulsiondemandresultsinacorrespondingchange
ofthetractionpowersystemloading. Itisimportanttoincludethisvehicletotractionpowersystem interactionintothepowersimulations. TrainOpsmodelstheelectrificationsystemtraininteractioncompletelydynamically,againashappensin therealworld.Eachtrainhasaninfluenceonothertrainsandviceversa.Forexample,TrainOpscan demonstrate schedule delays caused by low voltages, which is not possible when using conventional software, as these programs TPCs produce fixed power profiles and stationtostation running times. Similarly, TrainOps can demonstrate the impacts on the traction power system of a line blockage and theabilityofthesystemtosupporttherestartingofmultiplestackedtrains. BenefitsofUsingTrainOps From the foregoing description it is clear that the conventional software would overstate the OCS voltagesandcurrents,aswellasthesubstationpowerdemands.Thismeansthatincomparisonwith TrainOps,voltageswouldbelower,andOCScurrentsandsubstationpowerdemandswouldbehigher, sometimesunrealisticallyso. ThenewgenerationsoftwaredevelopedbyLTKcorrectstheconventionalsimplificationsbysimulating the rolling stock and the traction power infrastructure as one system. Every train, even two identical trains operating on the same alignment and with the same passenger station stopping pattern, will experience different performance, as performance of each train is influenced, to greater or lesser degree,bytheperformanceoftheothertrainsonthesystem. ThisargumentisillustratedinthetwovoltageprofileoutputresultsfromTrainOpspresentedherefora nominal25kVacelectrification.ThefirstvoltageprofileinFigureB1representstrainsoperatingwith voltageindependenttractiveeffortandunconstrainedpowerdemand.Theresultsshowvoltagesbelow 20kV,thenormalminimumoperatingvoltage.Basedonthisresult,acasecouldbemadeforpower systemaugmentation.
Figure B1 Voltage Profile Along the Line Using Rolling Stock with Voltage IndependentTractiveEffort
However,asthenextvoltageprofileinFigureB2shows,whenthesimulationrealisticallyincludesthe tractive effort as a function of voltage, the system, in fact, still operates within the normal minimum voltage.
FigureB2VoltageProfileAlongtheLineUsingRollingStockwithVoltageDependent TractiveEffort
APPENDIX7CPERFORMANCECHARACTERISTICSOFROLLINGSTOCK
GENERAL TheTablesandFiguresinthisAppendixpresenttypicalperformancecharacteristicsfortherollingstock options considered in the report. The data is used for operations modeling and for traction power systemsimulation.PerformancedatamaychangeasMetrolinxrefinestheirstudiesandstartstotarget specificrollingstockmodels. Alldatahasbeennormalizedtosinglevehicleunits.Thisdatathusrepresentstheperformanceofsingle locomotives.LHCconsistperformancewillvaryascoachcarsareaddedandtrailingtonnageincreases. Data are also representative of single EMUs and DMUs. Performance is not expected to change as additionalEMUsorDMUsareaddedtotheconsists.EMUsandDMUsaretraditionallysoldinmarried pairs,makingtrainlengthsevennumbersofvehicles. ELECTRICROLLINGSTOCK Table7C1PowerCarDefinitions BiLevel Electric Multiple Unit 1,214 13,489 13,489 93 80 0 80 1,214 96 0 1,214 Single Level Electric Multiple Unit 1,650 17,750 17,750 93 90 0 90 1,650 96 0 1,650 DualMode Locomotive (Electric Mode) 5,900 71,000 71,000 94 880 0 880 5,900 96 0 5,900
Parameter
Unit
Electric Locomotive
NominalPowerRating MaximumInitialTractiveEffort Maximum Effort Continuous Tractive
hp lbs lbs % kW kW kW hp % hp hp
7,100 72,250 72,250 94 1000 0 1000 7,100 96 0 7,100
ElectricalEfficiency(Nominal) AuxiliaryPower,MaximumSupply ElectricalAuxPowerfromPropSys ElectricalAuxPowernotfromProp Sys PropulsionSysPowerafterElecAux Mechanical (Nominal) Aux Efficiency
MechAuxPowerfromPropSys Propulsion Sys Power after Mech Aux
90
GOElectrificationStudyFinalReportAppendix7CDecember2010
BiLevel Electric Multiple Unit Single Level Electric Multiple Unit 95 88.4 1,458 145,000 176,020 14,500 850 106 146 130 4 4 36,250 DavisEq. 2.4 2.5 90 0.98 0.85 30 25 DualMode Locomotive (Electric Mode)
Parameter
Unit
Electric Locomotive
Mechanical (Nominal)
Prop
Efficiency
% % hp lbs lbs lbs ft ft ft sqft lbs lbs mph/s mph/s mph p.u. p.u. kV kV
95 89.3 6,340 198,400 198,400 19,800 628 106 1411 145 4 4 49,600 DavisEq. 2.5 2 110 0.98 0.85 30 25
95 88.4 1,073 121,254 157,389 16,500 850 95 151 127 4 2 33,620 DavisEq. 2.4 2.67 90 0.98 0.85 30 25
95 89.3 5,269 288,000 288,000 28,800 716 1010 144 145 4 4 72,000 DavisEq. 2.5 2 110 0.98 0.85 30 25
NetDriveTrainEfficiency(Nominal) NetPropulsionSystemPower Weight,Empty,AW0 Weight,Loaded,AW2 RotatingWeight Length Width Height FrontalArea NumberofAxles NumberofPoweredAxles WeightonDrivenAxles TrainResistancetoMotion Acceleration,NominalLimit Deceleration,FullServiceBraking MaximumSpeed PropulsionSystemPowerFactor AuxiliarySystemPowerFactor DesignVoltage Run/BaseVoltage
91
BiLevel Electric Multiple Unit 29 50 0.025 770 10,397 90 6 100 AC ACInverter Drive Single Level Electric Multiple Unit 29 50 0.025 900 15,000 90 6 100 AC ACInverter Drive DualMode Locomotive (Electric Mode) 29 50 0.025 1,200 34,000 110 6 100 AC ACInverter Drive
Parameter
Unit
Electric Locomotive
MaximumBrakingVoltage RheostatVoltageRange LineFilterResistance MaximumDynamicBrakePower MaximumDynamicBrakeForce MaximumDynamicBrakingSpeed MinimumDynamicBrakingSpeed RegenerationPowerLimit TractionMotorType PropulsionSystemType
kV V kW lbs mph mph %
29 50 0.025 1,200 34,000 110 6 100 AC ACInverter Drive
92 GOElectrificationStudyFinalReportAppendix7CDecember2010
Table7C2ConsistDefinitions DualMode SingleLevel Electric Locomotive BiLevel EMU, Locomotive, (Electric EMU,12 2Car 10Car Mode),10 CarTrainset Trainset Trainset CarTrainset 1 10 122,000 162,920 13,000 850 910 1511 150 1,418,400 1,827,600 1,568,200 12 0 1,455,049 1,888,669 1,653,049 2 0 290,000 352,040 319,000 1 10 122,000 162,920 13,000 850 910 1511 150 1,508,000 1,917,200 1,666,800
Parameter
Unit
NumberofPoweredUnits Number Units of Nonpowered
lbs lbs lbs ft ft ft sqft lbs lbs of lbs
Weight,Empty,AW0 Weight,Loaded,AW2 RotatingWeight Length Width Height FrontalArea WeightofConsist,AW0 WeightofConsist,AW2 Acceleration Consist,AW0 Acceleration Consist,AW2 Weight
Weight
of
lbs mphps m/s2 hp/ton
1,977,400 0.802 0.358 6.94 6.41
2,086,669 1.702 0.761 13.63 12.34
381,040 2.044 0.914 16.56 15.30
2,076,000 0.750 0.335 5.50 5.08
Accelerationat25mph,AW2 Accelerationat25mph,AW2 PowertoWeight,AW2
PowertoWeight,Accel,AW2 hp/ton
Table7C3TractiveEffortLimitsatVariousVoltagesforACInverterDrives Magnitude (kV) 27.5 25 20 17.5 ElectricPropulsion TE,%ofNominal 100%(disconnectedabove27.5kV 100%,20.0kVV27.5kV (V17.5)/(20.017.5)%,17.5kVV20.0kV 0%(disconnectedbelow17.5kV
Voltage
NormalMaximum Nominal NormalMinimum EmergencyMinimum
Table7C4ElectricLocomotive,10CarTrainset,(Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 72,250 69,930 66,045 62,569 59,440 56,610 Powerat Wheel/Rail (Hp) 0 385 771 1,156 1,541 1,927 2,312 2,697 3,083 3,468 3,853 4,239 4,624 5,009 5,395 5,780 6,165 6,340 6,340 6,340 6,340 6,340
Eff(%) Calculated 0.0 5.4 10.9 16.3 21.7 27.1 32.6 38.0 43.4 48.8 54.3 59.7 65.1 70.6 76.0 81.4 86.8 89.3 89.3 89.3 89.3 89.3
NominalMax Accel,10Cars AW2(mphps) 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.802 0.776 0.733 0.694 0.659 0.628
Maximum Required Adhesion 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.364 0.352 0.333 0.315 0.300 0.285
Speed (mph) 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86 TractiveEffort (lbs) 54,037 51,687 49,534 47,552 45,723 44,030 42,457 40,993 39,627 38,349 37,150 36,024 34,965 33,966 33,022 32,130 31,284 30,482 29,720 28,995 28,305 27,647 Powerat Wheel/Rail (Hp) 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 6,340 Eff(%) Calculated 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 NominalMax Accel,10Cars AW2(mphps) 0.599 0.573 0.550 0.528 0.507 0.488 0.471 0.455 0.440 0.425 0.412 0.400 0.388 0.377 0.366 0.356 0.347 0.338 0.330 0.322 0.314 0.307 Maximum Required Adhesion 0.272 0.261 0.250 0.240 0.230 0.222 0.214 0.207 0.200 0.193 0.187 0.182 0.176 0.171 0.166 0.162 0.158 0.154 0.150 0.146 0.143 0.139
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 27,018 26,418 25,844 25,294 24,767 24,261 23,776 Powerat Wheel/Rail (Hp) 6,340 6,340 6,340 6,340 6,340 6,340 6,340 Table7C5ElectricLocomotive,10CarTrainset,(Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 BrakingEffort (lbs) 0 0 0 34,000 34,000 34,000 34,000 34,000 34,000 33,525 30,173 Powerat Wheel/Rail (Hp) 0 0 0 544 725 907 1,088 1,269 1,451 1,609 1,609 Powerat Pantograph (kW) 0 0 0 362 483 604 725 845 966 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.000 0.000 0.000 0.377 0.377 0.377 0.377 0.377 0.377 0.372 0.335 Maximum Required Adhesion 0.000 0.000 0.000 0.171 0.171 0.171 0.171 0.171 0.171 0.169 0.152 Eff(%) Calculated 89.3 89.3 89.3 89.3 89.3 89.3 89.3 NominalMax Accel,10Cars AW2(mphps) 0.300 0.293 0.287 0.281 0.275 0.269 0.264 Maximum Required Adhesion 0.136 0.133 0.130 0.127 0.125 0.122 0.120
Speed (mph) 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 BrakingEffort (lbs) 27,430 25,144 23,210 21,552 20,115 18,858 17,749 16,763 15,880 15,086 14,368 13,715 13,118 12,572 12,069 11,605 11,175 10,776 10,404 10,058 9,733 9,429 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.304 0.279 0.257 0.239 0.223 0.209 0.197 0.186 0.176 0.167 0.159 0.152 0.146 0.139 0.134 0.129 0.124 0.120 0.115 0.112 0.108 0.105 Maximum Required Adhesion 0.138 0.127 0.117 0.109 0.101 0.095 0.089 0.084 0.080 0.076 0.072 0.069 0.066 0.063 0.061 0.058 0.056 0.054 0.052 0.051 0.049 0.048
Speed (mph) 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 9,143 8,874 8,621 8,381 8,155 7,940 7,737 7,543 7,359 7,184 7,017 6,857 6,705 6,559 6,420 6,286 6,158 6,035 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.101 0.098 0.096 0.093 0.090 0.088 0.086 0.084 0.082 0.080 0.078 0.076 0.074 0.073 0.071 0.070 0.068 0.067 Maximum Required Adhesion 0.046 0.045 0.043 0.042 0.041 0.040 0.039 0.038 0.037 0.036 0.035 0.035 0.034 0.033 0.032 0.032 0.031 0.030
Table7C6BiLevelElectricMultipleUnit,12CarTrainset,(Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,489 13,410 12,572 11,832 11,175 10,587 10,058 9,579 Powerat Wheel/Rail (Hp) 0 72 144 216 288 360 432 504 576 647 719 791 863 935 1,007 1,073 1,073 1,073 1,073 1,073 1,073 1,073
Eff(%) Calculated 0.0 5.9 11.8 17.8 23.7 29.6 35.5 41.5 47.4 53.3 59.2 65.2 71.1 77.0 82.9 88.4 88.4 88.4 88.4 88.4 88.4 88.4
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 4,572 4,470 Powerat Wheel/Rail (Hp) 1,073 1,073 Eff(%) Calculated 88.4 88.4 NominalMax Accel,12Cars AW2(mphps) 0.577 0.564 Maximum Required Adhesion 0.068 0.066
Table7C7BiLevelElectricMultipleUnit,12CarTrainset,(Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,397 10,190 9,680 Powerat Wheel/Rail (Hp) 0 0 0 166 222 277 333 388 444 499 555 610 665 721 776 832 887 943 998 1,033 1,033
Powerat Pantograph (kW) 0 0 0 110 146 183 219 256 292 329 365 402 438 475 511 548 585 621 658 680 680
NominalMax Accel,12Cars AW2(mphps) 0.000 0.000 0.000 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.312 1.285 1.221
Maximum Required Adhesion 0.000 0.000 0.000 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.155 0.152 0.144
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 9,219 8,800 8,418 8,067 7,744 7,446 7,171 6,915 6,676 6,454 6,245 6,050 5,867 5,694 5,532 5,378 5,233 5,095 4,964 4,840 4,722 4,610 Powerat Wheel/Rail (Hp) 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 1,033 Powerat Pantograph (kW) 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 680 NominalMax Accel,12Cars AW2(mphps) 1.163 1.110 1.062 1.018 0.977 0.939 0.905 0.872 0.842 0.814 0.788 0.763 0.740 0.718 0.698 0.678 0.660 0.643 0.626 0.611 0.596 0.582 Maximum Required Adhesion 0.137 0.131 0.125 0.120 0.115 0.111 0.107 0.103 0.099 0.096 0.093 0.090 0.087 0.085 0.082 0.080 0.078 0.076 0.074 0.072 0.070 0.069
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 4,502 4,400 4,302 Powerat Wheel/Rail (Hp) 1,033 1,033 1,033 Powerat Pantograph (kW) 680 680 680 NominalMax Accel,12Cars AW2(mphps) 0.568 0.555 0.543 Maximum Required Adhesion 0.067 0.065 0.064
Table7C8SingleLevelElectricMultipleUnit,2CarTrainset,(Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 TractiveEffort (lbs) 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,750 17,083 16,078 15,185 14,386 13,667 Powerat Wheel/Rail (Hp) 0 95 189 284 379 473 568 663 757 852 947 1,041 1,136 1,231 1,325 1,420 1,458 1,458 1,458 1,458 1,458
Eff(%) Calculated 0.0 5.7 11.5 17.2 22.9 28.7 34.4 40.2 45.9 51.6 57.4 63.1 68.8 74.6 80.3 86.1 88.4 88.4 88.4 88.4 88.4
NominalMax Accel,2Cars AW2(mphps) 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 2.044 1.967 1.851 1.748 1.656 1.574
Maximum Required Adhesion 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.122 0.118 0.111 0.105 0.099 0.094
Speed (mph) 86 88 90 92 94 96 98 100 TractiveEffort (lbs) 6,357 6,212 6,074 Powerat Wheel/Rail (Hp) 1,458 1,458 1,458 Eff(%) Calculated 88.4 88.4 88.4 NominalMax Accel,2Cars AW2(mphps) 0.732 0.715 0.699 Maximum Required Adhesion 0.044 0.043 0.042
Table7C9SingleLevelElectricMultipleUnit,2CarTrainset,(Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 14,143 13,311 12,572 11,910 11,315 Powerat Wheel/Rail (Hp) 0 0 0 240 320 400 480 560 640 720 800 880 960 1,040 1,120 1,200 1,207 1,207 1,207 1,207 1,207 Powerat Pantograph (kW) 0 0 0 158 211 264 316 369 422 474 527 580 632 685 738 791 795 795 795 795 795 NominalMax Accel,2Cars AW2(mphps) 0.000 0.000 0.000 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.727 1.628 1.533 1.448 1.371 1.303 Maximum Required Adhesion 0.000 0.000 0.000 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.103 0.098 0.092 0.087 0.082 0.078
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 10,776 10,286 9,839 9,429 9,052 8,704 8,381 8,082 7,803 7,543 7,300 7,072 6,857 6,656 6,466 6,286 6,116 5,955 5,802 5,657 5,519 5,388 Powerat Wheel/Rail (Hp) 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 1,207 Powerat Pantograph (kW) 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 795 NominalMax Accel,2Cars AW2(mphps) 1.241 1.184 1.133 1.086 1.042 1.002 0.965 0.931 0.898 0.869 0.841 0.814 0.790 0.766 0.744 0.724 0.704 0.686 0.668 0.651 0.636 0.620 Maximum Required Adhesion 0.074 0.071 0.068 0.065 0.062 0.060 0.058 0.056 0.054 0.052 0.050 0.049 0.047 0.046 0.045 0.043 0.042 0.041 0.040 0.039 0.038 0.037
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 5,263 5,143 5,029 Powerat Wheel/Rail (Hp) 1,207 1,207 1,207 Powerat Pantograph (kW) 795 795 795 NominalMax Accel,2Cars AW2(mphps) 0.606 0.592 0.579 Maximum Required Adhesion 0.036 0.035 0.035
Table7C10DualModeLocomotiveElectricMode,10CarTrainset,(Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 TractiveEffort (lbs) 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 71,000 70,563 65,859 61,743 58,111 54,882 51,994 49,394 Powerat Wheel/Rail (Hp) 0 379 757 1,136 1,515 1,893 2,272 2,651 3,029 3,408 3,787 4,165 4,544 4,923 5,269 5,269 5,269 5,269 5,269 5,269 5,269 Eff(%) Calculated 0.0 6.4 12.8 19.3 25.7 32.1 38.5 44.9 51.3 57.8 64.2 70.6 77.0 83.4 89.3 89.3 89.3 89.3 89.3 89.3 89.3 NominalMax Accel,10Cars AW2(mphps) 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.746 0.696 0.652 0.614 0.580 0.549 0.522 Maximum Required Adhesion 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.247 0.245 0.229 0.214 0.202 0.191 0.181 0.172
Speed (mph) 86 88 90 92 94 96 98 100 TractiveEffort (lbs) 22,974 22,452 21,953 21,476 21,019 20,581 20,161 19,758 Powerat Wheel/Rail (Hp) 5,269 5,269 5,269 5,269 5,269 5,269 5,269 5,269 Eff(%) Calculated 89.3 89.3 89.3 89.3 89.3 89.3 89.3 89.3 NominalMax Accel,10Cars AW2(mphps) 0.243 0.237 0.232 0.227 0.222 0.217 0.213 0.209 Maximum Required Adhesion 0.080 0.078 0.076 0.075 0.073 0.071 0.070 0.069
Table7C11DualModeLocomotiveElectricMode,10CarTrainset,(Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 34,000 34,000 34,000 34,000 34,000 34,000 33,525 30,173 27,430 25,144 23,210 21,552 20,115 18,858 17,749 16,763 15,880 15,086 Powerat Wheel/Rail (Hp) 0 0 0 544 725 907 1,088 1,269 1,451 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) 0 0 0 362 483 604 725 845 966 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.000 0.000 0.000 0.359 0.359 0.359 0.359 0.359 0.359 0.354 0.319 0.290 0.266 0.245 0.228 0.213 0.199 0.188 0.177 0.168 0.159 Maximum Required Adhesion 0.000 0.000 0.000 0.118 0.118 0.118 0.118 0.118 0.118 0.116 0.105 0.095 0.087 0.081 0.075 0.070 0.065 0.062 0.058 0.055 0.052
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 14,368 13,715 13,118 12,572 12,069 11,605 11,175 10,776 10,404 10,058 9,733 9,429 9,143 8,874 8,621 8,381 8,155 7,940 7,737 7,543 7,359 7,184 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.152 0.145 0.139 0.133 0.128 0.123 0.118 0.114 0.110 0.106 0.103 0.100 0.097 0.094 0.091 0.089 0.086 0.084 0.082 0.080 0.078 0.076 Maximum Required Adhesion 0.050 0.048 0.046 0.044 0.042 0.040 0.039 0.037 0.036 0.035 0.034 0.033 0.032 0.031 0.030 0.029 0.028 0.028 0.027 0.026 0.026 0.025
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 7,017 6,857 6,705 6,559 6,420 6,286 6,158 6,035 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) 1,072 1,072 1,072 1,072 1,072 1,072 1,072 1,072 NominalMax Accel,10Cars AW2(mphps) 0.074 0.072 0.071 0.069 0.068 0.066 0.065 0.064 Maximum Required Adhesion 0.024 0.024 0.023 0.023 0.022 0.022 0.021 0.021
AvailableTractiveandDynamicBrakingEffortforCandidateElectricPropulsion
100,000
75,000 Acceleration 50,000 TractiveEffort(lbs)
25,000
25,000 DynamicBraking 50,000 0 10 20 30 40 50 Speed(mph) ElectricLoco BLEMU SLEMU DualModeLoco(ElectricMode) 60 70 80 90 100

DriveTrainEfficienciesforCandidateElectricPropulsion
100 90 80 PropulsionSystemEfficiency(%) 70 60 50 40 30 20 10 0 0 10 20 30 40 50 Speed(mph) ElectricLoco BLEMU SLEMU DualModeLoco(ElectricMode) 60 70 80 90 100
NominalAccelerationfor12CarTrains,CandidateElectricPropulsion,AW2
3.0 2.5 2.0 1.5 AccelerationRate(mphps) 1.0 0.5 0.0 0.5 1.0 1.5 2.0 0 10 20 30 40 50 Speed(mph) ElectricLoco BLEMU SLEMU DualModeLoco(ElectricMode) 60 70 80 90 100 DynamicBraking
Acceleration

AdhesionRequiredbyCandidateElectricPropulsiontoAvoidWheelSpin
0.40
0.35 SolidLinesAcceleration DashedLinesDynamicBraking
0.30 MaximumRequiredAdhesion
0.25
0.20
0.15
0.10
0.05
0.00 0 10 20 30 40 50 Speed(mph) ElectricLoco BLEMU DualModeLoco(ElectricMode) SLEMU Series8 60 70 80 90 100
DIESELROLLINGSTOCK Table7C12PowerCarDefinitions Single DualMode Level Locomotive DEMU (Diesel (Diesel Mode) Electric) 750 15,500 13,500 91 100 4,200 71,000 58,867 92 880
Parameter
Unit
SingleLevel Diesel DMU Electric Locomotive (Hydrodynamic)
NominalPowerRating MaximumInitialTractiveEffort Maximum Continuous Tractive Effort ElectricalEfficiency(Nominal) Auxiliary Supply Power, Maximum
hp lbs lbs % kW
4,000 85,000 78,000 92 800
1,200 160
Electrical Aux Power from Prop Sys Electrical Aux Power not from PropSys Propulsion Sys Power after Elec Aux Mechanical (Nominal) Aux Efficiency
kW
50
440
kW
800
160
hp
4,000
1,200
676
3,559
% hp hp
96 0 4,000
96 50 1,148
96 0 676
96 0 3,559
MechAuxPowerfromPropSys Propulsion Sys Power after MechAux Mechanical (Nominal) Prop Efficiency
95
92
95
95
Net Drive Train Efficiency (Nominal) NetPropulsionSystemPower Weight,Empty,AW0
% hp lbs
87.4 3,496 288,000
<92,varies 1,056 160,000
86.5 585 150,000
87.4 3,110 288,000
Single DualMode Level Locomotive DEMU (Diesel (Diesel Mode) Electric) 177,720 18,000 850 106 146 130 4 2 37,500 DavisEq. 2.1 2.5 90 450 12,500 90 6 Internal Loads AC Diesel 288,000 34,560 716 1010 144 145 4 4 72,000 DavisEq. 2.5 2 110 1,200 34,000 110 6 Internal Loads AC ACInverter
Parameter
Unit
SingleLevel Diesel DMU Electric Locomotive (Hydrodynamic)
Weight,Loaded,AW2 RotatingWeight Length Width Height FrontalArea NumberofAxles NumberofPoweredAxles WeightonDrivenAxles TrainResistancetoMotion Acceleration,NominalLimit Deceleration, Braking MaximumSpeed Maximum Power Dynamic Brake Full Service
lbs lbs ft ft ft sqft lbs lbs mph/s mph/s mph kW lbs mph mph %
288,000 28,800 680 108 156 155 4 4 72,000 DavisEq. 2.5 2 90 1,200 34,000 90 6 0 AC
187,720 19,200 850 106 148 130 4 2 40,000 DavisEq. 2.5 2.5 90 500 13,400 90 10 0 n/a
MaximumDynamicBrakeForce Maximum Speed Dynamic Braking
DynamicBrakeCutoutSpeed RegenerationPowerLimit TractionMotorType PropulsionSystemType
ACInverter DieselHydraulic
123
Single DualMode Level Locomotive DEMU (Diesel (Diesel Mode) Electric) Electric Drive
Parameter
Unit
SingleLevel Diesel DMU Electric Locomotive (Hydrodynamic) Drive
Table7C13ConsistDefinitions Single Level Diesel SingleLevel DEMU Electric DMU (Diesel Locomotive, (Hydrodynamic), Electric),2 10Car 2CarTrainset Car Trainset Trainset 1 10 122,000 162,920 13,000 850 910 1511 150 1,508,000 1,917,200 1,666,800 2 0 320,000 375,440 358,400 2 0 300,000 355,440 336,000
Parameter
Unit
DualMode Locomotive (Diesel Mode),10 CarTrainset
NumberofPoweredUnits Number of Nonpowered Units Weight,Empty,AW0 Weight,Loaded,AW2 RotatingWeight Length Width Height FrontalArea WeightofConsist,AW0 WeightofConsist,AW2 Acceleration Weight of Consist,AW0 Acceleration Weight of Consist,AW2
lbs lbs lbs ft ft ft sqft lbs lbs lbs
1 10 122,000 162,920 13,000 850 910 1511 150 1,508,000 1,917,200 1,672,560
lbs
2,076,000
413,840
391,440
2,081,760
Acceleration at 25 mph, mphps AW2 Acceleration at 25 mph, AW2 PowertoWeight,AW2 PowertoWeight, m/s2 hp/ton
0.555
1.405
0.985
0.492
0.248 3.65 3.37
0.628 11.25 10.21
0.440 6.58 5.97
0.220 3.24 2.99
Accel, hp/ton
125
AW2
Table7C14DieselElectricLocomotive,10CarTrainset,(Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 85,000 84,167 83,334 82,501 81,668 80,835 80,002 79,169 78,336 72,833 65,550 59,591 54,625 50,423 46,821 43,700 40,969 38,559 36,417 34,500 32,775 31,214 Powerat Wheel/Rail (Hp) 0 449 889 1,320 1,742 2,156 2,560 2,956 3,342 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496 3,496
Eff(%) Calculated 0.0 11.2 22.2 33.0 43.6 53.9 64.0 73.9 83.6 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 14,898 14,567 Powerat Wheel/Rail (Hp) 3,496 3,496 Eff(%) Calculated 87.4 87.4 NominalMax Accel,10Cars AW2(mphps) 0.157 0.154 Maximum Required Adhesion 0.052 0.051
Table7C15DieselElectricLocomotive,10CarTrainset,(Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 34,000 34,000 34,000 34,000 34,000 34,000 33,525 30,173 27,430 25,144 23,210 21,552 20,115 18,858 17,749 16,763 15,880 15,086 Powerat Wheel/Rail (Hp) 0 0 0 544 725 907 1,088 1,269 1,451 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.000 0.000 0.000 0.359 0.359 0.359 0.359 0.359 0.359 0.354 0.319 0.290 0.266 0.245 0.228 0.213 0.199 0.188 0.177 0.168 0.159 Maximum Required Adhesion 0.000 0.000 0.000 0.118 0.118 0.118 0.118 0.118 0.118 0.116 0.105 0.095 0.087 0.081 0.075 0.070 0.065 0.062 0.058 0.055 0.052
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 14,368 13,715 13,118 12,572 12,069 11,605 11,175 10,776 10,404 10,058 9,733 9,429 9,143 8,874 8,621 8,381 8,155 7,940 7,737 7,543 7,359 7,184 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.152 0.145 0.139 0.133 0.128 0.123 0.118 0.114 0.110 0.106 0.103 0.100 0.097 0.094 0.091 0.089 0.086 0.084 0.082 0.080 0.078 0.076 Maximum Required Adhesion 0.050 0.048 0.046 0.044 0.042 0.040 0.039 0.037 0.036 0.035 0.034 0.033 0.032 0.031 0.030 0.029 0.028 0.028 0.027 0.026 0.026 0.025
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 7,017 6,857 6,705 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.074 0.072 0.071 Maximum Required Adhesion 0.024 0.024 0.023
Table7C16SingleLevelDieselMultipleUnit,2CarTrainset,(Hydrodynamic,Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 23,581 23,581 23,581 23,581 23,581 22,916 21,290 19,765 18,389 17,004 15,808 14,699 13,668 12,840 12,034 11,252 10,566 10,000 9,426 8,804 8,242 7,496 Powerat Wheel/Rail (Hp) 0 126 252 377 503 611 681 738 785 816 843 862 875 890 899 900 902 907 905 892 879 840
Eff(%) Calculated 0.0 13.6 25.6 36.3 46.0 53.5 59.4 64.3 68.4 71.1 73.4 75.1 76.2 77.6 78.3 78.4 78.5 79.0 78.8 77.7 76.6 73.1
Speed (mph) 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86 TractiveEffort (lbs) 7,358 7,225 7,092 6,959 6,805 6,640 6,467 6,293 6,111 5,347 5,243 5,140 5,037 4,935 4,842 4,750 4,655 4,542 4,430 4,312 4,206 4,137 Powerat Wheel/Rail (Hp) 863 886 908 928 944 956 966 973 978 884 895 905 913 921 930 937 943 945 945 943 942 949 Eff(%) Calculated 81.4 91.0 90.2 89.3 88.2 87.0 85.6 84.8 85.2 77.0 89.3 88.3 87.3 86.2 85.2 84.4 83.4 82.3 82.3 82.1 82.1 82.6 NominalMax Accel,2Cars AW2(mphps) 0.780 0.766 0.752 0.738 0.721 0.704 0.686 0.667 0.648 0.567 0.556 0.545 0.534 0.523 0.513 0.504 0.493 0.482 0.470 0.457 0.446 0.439 Maximum Required Adhesion 0.092 0.090 0.089 0.087 0.085 0.083 0.081 0.079 0.076 0.067 0.066 0.064 0.063 0.062 0.061 0.059 0.058 0.057 0.055 0.054 0.053 0.052
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 0 0 Powerat Wheel/Rail (Hp) 0 0 Eff(%) Calculated 0.0 0.0 NominalMax Accel,2Cars AW2(mphps) 0.000 0.000 Maximum Required Adhesion 0.000 0.000
Table7C17SingleLevelDieselMultipleUnit,2CarTrainset,(Hydrodynamic,Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 0 0 13,400 13,400 13,400 13,400 13,400 12,572 11,429 10,477 9,671 8,980 8,381 7,857 7,395 6,984 6,617 6,286 Powerat Wheel/Rail (Hp) 0 0 0 0 0 357 429 500 572 643 671 671 671 671 671 671 671 671 671 671 671 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.000 0.000 0.000 0.000 0.000 1.421 1.421 1.421 1.421 1.421 1.333 1.212 1.111 1.025 0.952 0.889 0.833 0.784 0.740 0.701 0.666 Maximum Required Adhesion 0.000 0.000 0.000 0.000 0.000 0.168 0.168 0.168 0.168 0.168 0.157 0.143 0.131 0.121 0.112 0.105 0.098 0.092 0.087 0.083 0.079
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 5,987 5,714 5,466 5,238 5,029 4,835 4,656 4,490 4,335 4,191 4,055 3,929 3,810 3,698 3,592 3,492 3,398 3,308 3,224 3,143 3,066 2,993 Powerat Wheel/Rail (Hp) 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 671 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.635 0.606 0.579 0.555 0.533 0.513 0.494 0.476 0.460 0.444 0.430 0.417 0.404 0.392 0.381 0.370 0.360 0.351 0.342 0.333 0.325 0.317 Maximum Required Adhesion 0.075 0.071 0.068 0.065 0.063 0.060 0.058 0.056 0.054 0.052 0.051 0.049 0.048 0.046 0.045 0.044 0.042 0.041 0.040 0.039 0.038 0.037
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 2,924 2,857 2,794 Powerat Wheel/Rail (Hp) 671 671 671 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.310 0.303 0.296 Maximum Required Adhesion 0.037 0.036 0.035
Table7C18SingleLevelDieselMultipleUnit,2CarTrainset,(DieselElectric,Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 15,500 15,254 15,007 14,761 14,515 14,269 14,022 13,776 13,530 12,181 10,963 9,966 9,136 8,433 7,831 7,308 6,852 6,449 6,090 5,770 5,481 5,220 Powerat Wheel/Rail (Hp) 0 81 160 236 310 380 449 514 577 585 585 585 585 585 585 585 585 585 585 585 585 585
Eff(%) Calculated 0.0 12.0 23.7 34.9 45.8 56.3 66.3 76.0 85.4 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5
Speed (mph) 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86 TractiveEffort (lbs) 4,983 4,766 4,568 4,385 4,216 4,060 3,915 3,780 3,654 3,536 3,426 3,322 3,224 3,132 3,045 2,963 2,885 2,811 2,741 2,674 2,610 2,549 Powerat Wheel/Rail (Hp) 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 585 Eff(%) Calculated 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 86.5 NominalMax Accel,2Cars AW2(mphps) 0.559 0.534 0.512 0.491 0.473 0.455 0.439 0.424 0.410 0.396 0.384 0.372 0.361 0.351 0.341 0.332 0.323 0.315 0.307 0.300 0.293 0.286 Maximum Required Adhesion 0.066 0.064 0.061 0.058 0.056 0.054 0.052 0.050 0.049 0.047 0.046 0.044 0.043 0.042 0.041 0.040 0.038 0.037 0.037 0.036 0.035 0.034
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 2,492 2,436 Powerat Wheel/Rail (Hp) 585 585 Eff(%) Calculated 86.5 86.5 NominalMax Accel,2Cars AW2(mphps) 0.279 0.273 Maximum Required Adhesion 0.033 0.032
Table7C19SingleLevelDieselMultipleUnit,10CarTrainset,(DieselElectric,Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 12,500 12,500 12,500 12,500 12,500 12,500 12,500 11,315 10,286 9,429 8,704 8,082 7,543 7,072 6,656 6,286 5,955 5,657 Powerat Wheel/Rail (Hp) 0 0 0 200 267 333 400 467 533 600 603 603 603 603 603 603 603 603 603 603 603 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.000 0.000 0.000 1.401 1.401 1.401 1.401 1.401 1.401 1.401 1.268 1.153 1.057 0.976 0.906 0.845 0.793 0.746 0.705 0.667 0.634 Maximum Required Adhesion 0.000 0.000 0.000 0.167 0.167 0.167 0.167 0.167 0.167 0.167 0.151 0.137 0.126 0.116 0.108 0.101 0.094 0.089 0.084 0.079 0.075
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 5,388 5,143 4,919 4,714 4,526 4,352 4,191 4,041 3,902 3,772 3,650 3,536 3,429 3,328 3,233 3,143 3,058 2,978 2,901 2,829 2,760 2,694 Powerat Wheel/Rail (Hp) 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 603 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.604 0.576 0.551 0.528 0.507 0.488 0.470 0.453 0.437 0.423 0.409 0.396 0.384 0.373 0.362 0.352 0.343 0.334 0.325 0.317 0.309 0.302 Maximum Required Adhesion 0.072 0.069 0.066 0.063 0.060 0.058 0.056 0.054 0.052 0.050 0.049 0.047 0.046 0.044 0.043 0.042 0.041 0.040 0.039 0.038 0.037 0.036
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 2,631 2,572 2,514 Powerat Wheel/Rail (Hp) 603 603 603 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NominalMax Accel,2Cars AW2(mphps) 0.295 0.288 0.282 Maximum Required Adhesion 0.035 0.034 0.034
Table7C20DualModeLocomotive,10CarTrainset,(DieselMode,Propulsion) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 TractiveEffort (lbs) 71,000 69,775 68,551 67,326 66,101 64,876 63,652 62,427 61,202 59,977 58,317 53,016 48,598 44,860 41,655 38,878 36,448 34,304 32,399 30,693 29,159 27,770 Powerat Wheel/Rail (Hp) 0 372 731 1,077 1,410 1,730 2,037 2,331 2,611 2,879 3,110 3,110 3,110 3,110 3,110 3,110 3,110 3,110 3,110 3,110 3,110 3,110
Eff(%) Calculated 0.0 10.5 20.5 30.3 39.6 48.6 57.2 65.5 73.4 80.9 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4 87.4
Speed (mph) 88 90 92 94 96 98 100 TractiveEffort (lbs) 13,254 12,959 12,678 12,408 12,149 11,902 11,663 Powerat Wheel/Rail (Hp) 3,110 3,110 3,110 3,110 3,110 3,110 3,110 Eff(%) Calculated 87.4 87.4 87.4 87.4 87.4 87.4 87.4 NominalMax Accel,10Cars AW2(mphps) 0.140 0.137 0.134 0.131 0.128 0.125 0.123 Maximum Required Adhesion 0.046 0.045 0.044 0.043 0.042 0.041 0.040
Table7C21DualModeLocomotive,10CarTrainset,(DieselMode,Braking) Speed (mph) 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 BrakingEffort (lbs) 0 0 0 34,000 34,000 34,000 34,000 34,000 34,000 33,525 30,173 27,430 25,144 23,210 21,552 20,115 18,858 17,749 16,763 15,880 15,086 Powerat Wheel/Rail (Hp) 0 0 0 544 725 907 1,088 1,269 1,451 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.000 0.000 0.000 0.358 0.358 0.358 0.358 0.358 0.358 0.353 0.318 0.289 0.265 0.245 0.227 0.212 0.199 0.187 0.177 0.167 0.159 Maximum Required Adhesion 0.000 0.000 0.000 0.118 0.118 0.118 0.118 0.118 0.118 0.116 0.105 0.095 0.087 0.081 0.075 0.070 0.065 0.062 0.058 0.055 0.052
Speed (mph) 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 BrakingEffort (lbs) 14,368 13,715 13,118 12,572 12,069 11,605 11,175 10,776 10,404 10,058 9,733 9,429 9,143 8,874 8,621 8,381 8,155 7,940 7,737 7,543 7,359 7,184 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.151 0.145 0.138 0.132 0.127 0.122 0.118 0.114 0.110 0.106 0.103 0.099 0.096 0.094 0.091 0.088 0.086 0.084 0.082 0.079 0.078 0.076 Maximum Required Adhesion 0.050 0.048 0.046 0.044 0.042 0.040 0.039 0.037 0.036 0.035 0.034 0.033 0.032 0.031 0.030 0.029 0.028 0.028 0.027 0.026 0.026 0.025
Speed (mph) 86 88 90 92 94 96 98 100 BrakingEffort (lbs) 7,017 6,857 6,705 6,559 6,420 6,286 6,158 6,035 Powerat Wheel/Rail (Hp) 1,609 1,609 1,609 1,609 1,609 1,609 1,609 1,609 Powerat Pantograph (kW) NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NotApplicable NominalMax Accel,10Cars AW2(mphps) 0.074 0.072 0.071 0.069 0.068 0.066 0.065 0.064 Maximum Required Adhesion 0.024 0.024 0.023 0.023 0.022 0.022 0.021 0.021
AvailableTractiveandDynamicBrakingEffortforCandidateDieselPropulsion
100,000
75,000 Acceleration 50,000 TractiveEffort(lbs)
25,000
25,000 DynamicBraking 50,000 0 10 20 30 40 50 Speed(mph) DieselLoco DMUHD DEMU DualModeLoco(DieselMode) 60 70 80 90 100

DriveTrainEfficienciesforCandidateDieselPropulsion
100 90 80 PropulsionSystemEfficiency(%) 70 60 50 40 30 20 10 0 0 10 20 30 40 50 Speed(mph) DieselLoco DMUHD DEMU DualModeLoco(DieselMode) 60 70 80 90 100


NominalAccelerationfor12CarTrains,CandidateDieselPropulsion,AW2
3.0 2.5 2.0 Acceleration 1.5 AccelerationRate(mphps) 1.0 0.5 0.0 0.5 1.0 DynamicBraking 1.5 2.0 0 10 20 30 40 50 Speed(mph) DieselLoco DMUHD DEMU DualModeLoco(DieselMode) 60 70 80 90 100


AdhesionRequiredbyCandidateDieselPropulsiontoAvoidWheelSpin
0.40
0.35
0.30 MaximumRequiredAdhesion
SolidLinesAcceleration DashedLinesDynamicBraking
0.25
0.20
0.15
0.10
0.05
0.00 0 10 20 30 40 50 Speed(mph) DieselLoco DMUHD DEMU DualModeLoco(DieselMode) 60 70 80 90 100

APPENDIX7DELECTRIFICATIONSYSTEMDATA
GENERAL TheAppendixpresentselectricalparametersrequiredforthesystemsimulation.Thesystembaseis100 MVA. UTILITYSYSTEMDATA Thetractionpowersubstationswillbesuppliedfromutilitysupplypointsat230kVtransmissionvoltage. In the model, the utility system is represented by its equivalent reactance. The equivalent system reactancesarederivedinTableD1fromshortcircuitfaultlevelsfurnishedbyHydroOne. Table7D1UtilitySystemEquivalentImpedances SystemShortCircuitFaultLevel Substation Name Transformer ThreePhase(A) Transformer1 Mimico Transformer2 Burlington West Transformer1 Transformer2 Transformer1 Scarborough Transformer2 Transformer1 Oshawa Transformer2 Transformer1 DixieRoad Transformer2 Transformer1 Guelph Transformer2 Transformer1 NewMarket Transformer2 TRANSFORMERREACTANCES
156 GOElectrificationStudyFinalReportAppendix7DDecember2010
ThreePhase (MVA) 13,186 13,345 11,035 11,035 5,776 5,617 4,262 4,262 14,062 13,943 3,267 3,267 3,466 3,466
PhasetoPhase (MVA) 11,419 11,557 9,556 9,556 5,002 4,864 3,691 3,691 12,178 12,075 2,829 2,829 3,002 3,002
Equivalent Impedance (p.u.) 0.009 0.009 0.010 0.010 0.020 0.021 0.027 0.027 0.008 0.008 0.035 0.035 0.033 0.033
33.1 33.5 27.7 27.7 14.5 14.1 10.7 10.7 35.3 35.0 8.2 8.2 8.7 8.7
Thereactanceofeachtractionpowersubstationtractionpowertransformerwasassumed7%onown rating,asshowninTableD2.Thetransformerresistanceisneglected. Table7D2TractionPowerTransformerRatingsandImpedances Rating(MVA) 20 30 AUTOTRANSFORMERREACTANCES Thereactanceofeachautotransformerwasassumed1.5%onownratingof5MVA.Inthemodel,the autotransformers are represented as twowinding transformers. Therefore, it is necessary to convert the autotransformer rating and reactance into equivalent twowinding transformer rating and reactance,asshowninTableD3.Theautotransformerresistanceisneglected. Table7D3AutotransformerRatingandImpedanceConversion Autotransformer Rating(MVA) 5 Impedance(%) 1.5 EquivalentTwoWindingTransformer Rating(MVA) 2.5 Impedance(%) 3 Impedance(%) 7 7
TRACTIONPOWERDISTRIBUTIONANDRETURNSYSTEMRESISTANCESANDREACTANCES Thedistributionandreturnsystemimpedanceswerecalculatedforonemilelengthofonetracktofour track electrified railroad segments, using the Alternative Transient Program (ATP) and MathCAD 2000 Professionalsoftware26. ThecalculationresultedintheresistanceandreactancevaluespresentedinTablesD4andD5.
26
T. Kneschke, P. Mbika, Determination of Traction Power Distribution System Impedances and Susceptances for AC Railroad Electrification Systems,Proceedingsofthe2004ASME/IEEEJointRailroadConference,April68,Baltimore,MD.PaperNo.RTD200466011.
157
GOElectrificationStudyFinalReportAppendix7DDecember2010
Table7D4DistributionSystemImpedancesDirectFedSystem CatenarySystemImpedance(/mile) NumberofTracks Track1 1 2 3 4 Table7D5DistributionSystemImpedancesAutotransformerFedSystem FeederSystemImpedance (/mile) Feeder1 1 2 3 4 Forsixandeighttrackelectrification,twofeederandfourtrackimpedanceswereused. 0.270+j1.229 Feeder2 CatenarySystemImpedance(/mile) Track1 0.224+j0.860 Track2 Track3 Track4 0.188+j0.707 0.202+j0.813 0.213+j0.873 0.220+j0.905 Track2 0.202+j0.813 0.185+j1.103 0.186+j1.123 Track3 0.213+j0.873 0.186+j1.123 Track4 0.220+j0.905
NumberofTracks
0.311+j1.3560.311+j1.356 0.248+j1.024 0.248+j1.024
0.317+j1.4000.317+j1.400 0.250+j1.068 0.213+j1.202 0.250+j1.068
0.322+j1.4280.322+j1.428 0.253+j1.091 0.207+j1.263 0.207+j1.2630.253+j1.091
158 GOElectrificationStudyFinalReportAppendix7DDecember2010
APPENDIX7ESYSTEMMODELINGANDSIMULATIONRESULTS
ThemodelingandsimulationoftheMetrolinxrollingstockandproposedelectrificationsystemhasbeen performedfortheReferenceCaseusingelectriclocomotivehauledtrains,eachwith10bilevelcoaches. TheonlyexceptionistheAirportRailLinkservicewhichhasbeenmodeledwith2carEMUs. Thefollowingresultsofthemodelingandsimulationareincluded: Voltageprofilesalongeachcorridor Maximumautotransformerpowerdemands Tractionpowersubstationpowerdemands Maximum traction power substation transformer power demands averaged over several time intervals Systemwideenergyconsumption 24hourpowerdemandwith1hourrunningaverage
159 GOElectrificationStudyFinalReportAppendix7EDecember2010
VOLTAGEPROFILESALONGEACHCORRIDOR
Toronto - Metrolinx Elect Locomotive Hauling 10car For All Routes Except Airport EMU 2car Train Airport
Train Voltages for Route: KIT-Kitchener to Union Station Run Duration: 21:15:03
Elevation Stations Route Trains Substations
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900
Voltage
EL(ft)
0 -500
Woodbine ATS
Kitchener ATS
Route Location (miles)

Dixie Rd SS Guelph SS
Georgetown SWS
0.0
2.0
4.0
6.0
8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 Carlton ATS
Brampton
Bathurst SWS PB1
Mount Pleasant
C:\...\Dixie Rd 17.6MP - Current\Update Source Imped\Toronto - Metrolinx 11-24-10 - w th 24hr Sched [S Volt 1.05pu,Elect Locom Haul 10cars,Dixie Rd SS 17.6MP].rr Netw ork Type: AC; Netw ork Is: On Run Date and Time: 24-Nov-2010 13:33:48
LTK RR v14.7.3.0
Train Voltages for Route: KIT-Union Station to Kitchener Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 24,700
Voltage
EL(ft)
500 0
Woodbine ATS
Weston
Malton
Brampton
Acton
Guelph
Union Station
Mount Pleasant
Etobicoke N.
Georgetown
Bramalea
Breslau
Bloor
LTK RR v14.7.3.0
Kitchener
Kitchener ATS

Dixie Rd SS Guelph SS
Georgetown SWS
0.0
Bathurst SWS PB2
2.0
4.0 Carlton ATS
6.0
8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0
Union Station
Acton
Breslau
Georgetown
Bramalea
Etobicoke N.
Weston
Guelph
Malton
Kitchener
Bloor

Train Voltages for Route: ALE-Allandale to Union Station Run Duration: 21:15:03
26,200 26,000 25,800 25,600
Voltage
25,400 25,200 25,000 24,800 24,600
200 0 -200 -400 0.0 Allandale ATS 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 Gilford St ATS Bathurst SWS PB1
EL(ft)

Maple ATS
Innisfil
New Market SS
East Gwillimbury
LTK RR v14.7.3.0
Train Voltages for Route: ALE-Union Station to Allandale Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 24,700 600 400 200 0 0.0 Bathurst SWS PB2 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 Gilford St ATS Allandale ATS Innisfil Barrie South
Voltage
EL(ft)

Maple ATS
Union Station
New Market SS
Rutherford
Bradford
Aurora
Maple
Downsview
Newmarket
East Gwillimbury
LTK RR v14.7.3.0
Allandale
King City
Union Station
Bradford
Aurora
Barrie South
Maple
Newmarket
Rutherford
Allandale
Downsview
King City

Train Voltages for Route: MIL-Milton to Union Station Run Duration: 21:15:03
26,200 26,000 25,800 25,600
Voltage
25,400 25,200 25,000 24,800 24,600 24,400 24,200 0 -100 -200 -300 -400 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 31.0 Medowvale ATS Cooksville ATS
EL(ft)

Carlton ATS
Bathurst SWS PB1
Milton ATS
LTK RR v14.7.3.0
Train Voltages for Route: MIL-Union Station to Milton Run Duration: 21:15:03
26,200 26,000 25,800 25,600 25,400
Voltage
25,200 25,000 24,800 24,600 24,400 24,200 400 300 200 100 0 0.0 Bathurst SWS PB2 1.0 2.0 3.0 4.0 5.0 Carlton ATS 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 31.0 Cooksville ATS
EL(ft)
Medowvale ATS
Union Station
Streetsville
Kipling
Cooksville
Erindale
Meadowvale
Lisgar
LTK RR v14.7.3.0
Milton
Dixie
Milton ATS
Union Station
Milton
Streetsville
Dixie
Erindale
Meadowvale
Cooksville
Kipling
Lisgar

Train Voltages for Route: AIR-Airport to Union Station Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800
Voltage
25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 0 -100 -200 -300 Bathurst SWS PB1 0.0 1.0 2.0 Woodbine ATS 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 Carlton ATS 11.0 12.0 13.0 14.0 Bathurst SWS PB2 15.0
EL(ft)
Airport Platform
LTK RR v14.7.3.0
Train Voltages for Route: AIR-Union Station to Airport Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800
Voltage
25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 300 200 100 0 Bathurst SWS PB2 0.0 1.0 Bathurst SWS PB1 2.0 3.0 4.0 Carlton ATS 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 Woodbine ATS 14.0 15.0
EL(ft)
LTK RR v14.7.3.0
Airport Platform
Union Station
Weston
Etobicoke N.
Bloor
Union Station
Etobicoke N.
Weston
Bloor

Train Voltages for Route: LW-St Catherines to Union Station Run Duration: 21:15:03
26,200 26,000 25,800 25,600
Voltage
25,400 25,200 25,000 24,800 24,600 0.0
EL(ft)
-50.0
Burlington West SS
St Catherine ATS
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 64.0 66.0 68.0 70.0 Grimsby ATS Oakville SWS
St. Catherines
Stoney Creek
Hamilton-James
LTK RR v14.7.3.0
Train Voltages for Route: LW-Union Station to St Catherines Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 24,700 50.0 0.0 St Catherine ATS 0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 64.0 66.0 68.0 70.0 Grimsby ATS Oakville SWS Burlington West SS Bathurst SWS PB2
EL(ft)
Voltage
Union Station
Mimico SS
Long Branch
Port Credit
Burlington
Mimico
Exhibition
Clarkson
Oakville
Bronte
Aldershot
Grimsby
Hamilton-James
LTK RR v14.7.3.0
St. Catherines
Appleby
Stoney Creek
Union Station
Burlington
Bronte
Oakville
Clarkson
Mimico
Long Branch
Port Credit
Exhibition
Aldershot
Grimsby
Appleby
Bathurst SWS PB2
Mimico SS

Train Voltages for Route: LW-Hamilton THB to Union Station Run Duration: 21:15:03
26,200 26,000 25,800 25,600
Voltage
25,400 25,200 25,000 24,800 24,600
EL(ft)
0.0 -50.0 Hamilton TH&B ATS Burlington West SS 0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 Oakville SWS 22.0 24.0 26.0 28.0 30.0 32.0 34.0 36.0 38.0 Bathurst SWS PB2 Hamilton (TH&B) Hamilton TH&B ATS Union Station

Mimico SS Clarkson Mimico
Burlington
Bronte
Oakville
Hamilton (TH&B)
Long Branch
Port Credit
LTK RR v14.7.3.0
Train Voltages for Route: LW-Union Station to Hamilton THB Run Duration: 21:15:03
26,200 26,100 26,000 25,900
Voltage
25,800 25,700 25,600 25,500 25,400 25,300
EL(ft)
50.0 0.0 0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0 Oakville SWS 22.0 24.0 26.0 28.0 30.0 32.0 Burlington West SS Bathurst SWS PB2 34.0 36.0 38.0

Mimico SS
Union Station
Long Branch
Port Credit
Burlington
Mimico
Exhibition
Clarkson
Oakville
Bronte
Aldershot
Appleby
LTK RR v14.7.3.0
Exhibition
Aldershot
Appleby

Train Voltages for Route: LE-Bowmanville to Union Station Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800
Voltage
25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000
EL(ft)
100 0 -100 Durham Jct SWS 0.0 2.0 4.0 6.0 8.0 10.0 12.0 Oshawa SS 14.0 16.0 18.0 20.0 22.0 24.0 26.0 28.0 30.0 32.0 34.0 Scarborough SS 36.0 38.0 40.0 42.0 Don Yard ATS
Rouge Hill
Eglinton
Pickering North
Bowmanville (Martin)
Courtice Road
Oshawa 2 (Bloor)
LTK RR v14.7.3.0
Train Voltages for Route: LE-Union Station to Bowmanville Run Duration: 21:15:03
26,200 26,100 26,000 25,900
Voltage
25,800 25,700 25,600 25,500 25,400 25,300
EL(ft)
200 100 0
Don Yard ATS

Oshawa SS
Union Station
Rouge Hill
Eglinton
Durham Jct SWS
0.0
2.0
4.0
6.0
8.0 Scarborough SS
10.0
12.0
14.0
16.0
18.0
20.0
22.0
24.0
26.0
28.0
30.0
32.0
34.0
36.0
38.0
40.0
42.0
Guildwood
Pickering North
Scarborough
Oshawa 1
Danforth
Courtice Road
LTK RR v14.7.3.0
Bowmanville (Martin)
Oshawa 2 (Bloor)
Whitby
Ajax
Union Station
Oshawa 1
Scarborough
Guildwood
Danforth
Whitby
Ajax

Train Voltages for Route: LIN-Lincolnville to Union Station Run Duration: 21:15:03
26,200 26,100 26,000 25,900
Voltage
25,800 25,700 25,600 25,500 25,400 25,300 25,200 0 -200 -400 -600 0.0 Lincolnville ATS 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 Don Yard ATS Unionville ATS
EL(ft)
Centennial
Markham
Scarborough SS
LTK RR v14.7.3.0
Train Voltages for Route: LIN-Union Station to Lincolnville Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800
Voltage
25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 600 400 200 0 0.0 1.0 Don Yard ATS 2.0 3.0 4.0 5.0 6.0 7.0 8.0 Scarborough SS 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 Unionville ATS
EL(ft)
Centennial
Union Station
Markham
Stouffville
Danforth
Milliken
Unionville
LTK RR v14.7.3.0
Lincolnville
Agincourt
Mount Joy
Kennedy
Lincolnville ATS
Union Station
Stouffville
Lincolnville
Unionville
Mount Joy
Agincourt
Kennedy
Danforth
Milliken

Train Voltages for Route: BLM-Bloomington to Union Station Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 24,700 24,600 0 -200 -400 -600 Old Cummer ATS Bloomington ATS 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 Don Yard ATS
EL(ft)
Voltage
Richmond Hill
Bloomington
LTK RR v14.7.3.0
Train Voltages for Route: BLM-Union Station to Bloomington Run Duration: 21:15:03
26,200 26,100 26,000 25,900 25,800 25,700 25,600 25,500 25,400 25,300 25,200 25,100 25,000 24,900 24,800 24,700 600 400 200 0 Old Cummer ATS
Voltage
EL(ft)
Don Yard ATS
Richmond Hill
Union Station
Old Cummer
LTK RR v14.7.3.0
Bloomington
Oriole
Stouffville
Langstaff
Bloomington ATS
0.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0
Union Station
Stouffville
Langstaff
Old Cummer
Oriole
AUTOTRANSFORMERPOWERDEMANDS
0.90 0.85 0.80 0.75 Toronto - Metrolinx Elect Locomotive Hauling 10car For All Routes Except Airport EMU 2car Train Airport
AT Peak 2 Hr Average Power for Feeder: KIT Guelph to Kitchener Run Duration: 21:15:03
MVA Avg MW Avg MVAR Avg
2 Hr Average Power (MW, MVA, MVAR)
0.70 0.65 0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 Kitchener ATS
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: KIT Guelph to Georgetown Run Duration: 21:15:03
1.3 1.2 1.1
1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 SWS Georgetown AT-1
AT Name
LTK RR v14.7.3.0

Toronto - Metrolinx Elect Locomotive Hauling 10car For All Routes Except Airport EMU 2car Train Airport Toronto - Metrolinx Elect Locomotive Hauling 10car For All Routes Except Airport EMU 2car Train Airport
AT Peak 2 Hr Average Power for Feeder: KIT Dixie Rd to Georgetown Run Duration: 21:15:03
0.85 0.80 0.75 0.70
0.65 0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 SWS Georgetown AT-2
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: LE Oshawa to Durham Run Duration: 21:15:03
1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 SWS Durham AT-2
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: KIT Dixie Rd to Carlton Run Duration: 21:15:03
1.9 1.8 1.7 1.6 1.5
1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Woodbine ATS Carlton ATS
AT Name
C:\...\Dixie Rd 17.6MP - Current\Update Source Imped\Toronto - Metrolinx 11-24-10 - w th 24hr Sched [S Volt 1.05pu,Elect Locom Haul 10cars,Dixie Rd SS 17.6MP].rr Netw ork Type: AC; Netw ork Is: On Toronto - Metrolinx Run Date and Time: 24-Nov-2010 13:33:48 Elect Locomotive Hauling 10car For All AT Peak 2 Hr Average Power for Feeder: KIT Carlton to Bathurst Routes Except Airport Run Duration: 21:15:03 EMU 2car Train Airport MVA Avg MW Avg MVAR Avg
LTK RR v14.7.3.0
0.75 0.70 0.65
0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 SWS Bathurst AT-2
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: MIL Carlton to Milton Run Duration: 21:15:03
2.2 2.1 2.0 1.9 1.8
1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Medowvale ATS Cooksville ATS Milton ATS
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: ALE New Market to Allandale Run Duration: 21:15:03
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0 Gilford St ATS Allandale ATS
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: ALE New Market to Bathurst Run Duration: 21:15:03
2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Maple ATS SWS Bathurst AT-1
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: LW Mimico to Bathurst Run Duration: 21:15:03
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0 SWS Bathurst AT-3
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: LW Mimico to Oakville Run Duration: 21:15:03
1.7 1.6 1.5 1.4
1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 SWS Oakville AT-2
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: LW Burlington to Oakville Run Duration: 21:15:03
2.3 2.2 2.1 2.0 1.9 1.8
1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 SWS Oakville AT-1
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: LW Burlington to Hamilton Run Duration: 21:15:03
0.58 0.56 0.54 0.52 0.50 0.48 0.46 0.44 0.42 0.40 0.38 0.36 0.34 0.32 0.30 0.28 0.26 0.24 0.22 0.20 0.18 0.16 0.14 0.12 0.10 0.08 0.06 0.04 0.02 0.00 Hamilton TH&B ATS
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: LW Burlington to St Catherine Run Duration: 21:15:03
0.65 0.60 0.55 0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 Grimsby ATS St Catherine ATS
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: LE Scarborough to Don Yard Run Duration: 21:15:03
1.6 1.5 1.4 1.3
1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Don Yard ATS
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: LE Don Yard to Bathurst Run Duration: 21:15:03
0.70 0.65 0.60
0.55 0.50 0.45 0.40 0.35 0.30 0.25 0.20 0.15 0.10 0.05 0.00 SWS Bathurst AT-4
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: RH Don Yard to Bloomington Run Duration: 21:15:03
2.2 2.1 2.0 1.9 1.8
1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Old Cummer ATS Bloomington ATS
AT Name
LTK RR v14.7.3.0
AT Peak 2 Hr Average Power for Feeder: SL Scarborough to Linconville Run Duration: 21:15:03
2.3 2.2 2.1 2.0 1.9 1.8
1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 Unionville ATS Linconville ATS
AT Name
LTK RR v14.7.3.0

AT Peak 2 Hr Average Power for Feeder: LE Scarborough to Durham Run Duration: 21:15:03
1.8 1.7 1.6 1.5
1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 SWS Durham AT-1
AT Name
LTK RR v14.7.3.0
TRACTIONPOWERSUBSTATIONTRANSFORMERPOWERDEMANDS
Average Power (MW, MVA, MVAR)
AC Source Power Run Duration: 21:15:03

8.0 7.5 7.0 6.5 6.0 5.5 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 Source - Mimico T1 Source - Mimico T2 Source - Oshawa T1 Source - Burlington West T1 Source - Burlington West T2 Source - Dixie Rd T1 Source - Dixie Rd T2 Source - Scarborough T1 Source - Scarborough T2 Source - New Market T1 Source - New Market T2 Source - Oshawa T2 Source - Guelph T1 Source - Guelph T2
MAXIMUM SUBSTATION TRANSFORMER POWER DEMANDS AVERAGED OVER SEVERAL TIME INTERVALS
AC Substation Peak Average Input Power Run Duration: 21:15:03

15 Sec 1 min 15 min 1 hr 2 hr Run
32.0 30.0 28.0 26.0
SYSTEM
Peak Average Power (MVA)
24.0 22.0 20.0 18.0 16.0 14.0 12.0 10.0 8.0 6.0 4.0 2.0 0.0 New Market SS_New Market SS_t1 New Market SS_New Market SS_t2 Oshawa SS_Oshawa SS_t1 Burlington West SS_Burlington West SS_t1 Burlington West SS_Burlington West SS_t2 Scarborough SS_Scarborough SS_t1 Scarborough SS_Scarborough SS_t2 Oshawa SS_Oshawa SS_t2 Guelph SS_Guelph SS_t1 Guelph SS_Guelph SS_t2 Dixie Rd SS_Dixie Rd SS_t1 Dixie Rd SS_Dixie Rd SS_t2 Mimico SS_Mimico SS_t1 Mimico SS_Mimico SS_t2
AC Substation
LTK RR v14.7.3.0
WIDEENERGYCONSUMPTION 24HOURPOWERDEMANDWITH1HOURRUNNINGAVERAGE
Regen 0 AC Feeders 1414 OCS 3448 Transmission Lines 0.1 Autotransformers 11 Substations Feeders Toronto - Metrolinx Elect Locomotive Hauling 10car For All Routes Except Airport EMU 2car Train Airport
System Energy Distribution, kWh Run Duration: 21:15:03

Source Energy 965853.7
Total Train Count: 639 Total Car Count: 5679 Total Train Miles: 19135.2 Electrical Train Miles: 19135.2 Total Car Miles: 189710.7 Electrical Car Miles: 189710.7 Source kVAh 1013932.9 Propulsion kVAh 816057.5 Net Train kVAh: 996038.4 Car kVAh / Car Electrical Mile: 5.25 Source kVAh / Car Electrical Mile: 5.34
Hotel Loads 161152.8
Propulsion 799735.6
LTK RR v14.7.3.0

Cumulative Power for All Active AC Sources Run Duration: 21:15:03

Cumulative Pow er (MVA) 60 Min. Running Avg. Pow er (MVA)
140
130
120
110
100
90
Power (MVA)
80
70 60
50
40
30
20
10
0 6:00:00 AM 8:00:00 AM 10:00:00 AM 12:00:00 PM 2:00:00 PM 4:00:00 PM 6:00:00 PM 8:00:00 PM 10:00:00 PM 12:00:00 AM 2:00:00 AM
Time
C:\...\Revision\Dixie Rd 17.6MP\Toronto - Metrolinx 09-29-10 - w th 24hr Sched [S Volt 1.05pu,Elect Locom Haul 10cars,Dixie Rd SS 17.6MP].rr Netw ork Type: AC; Netw ork Is: On Run Date and Time: 01-Oct-2010 14:34:46
LTK RR v14.7.3.0

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Appendix 7

Conceptual Design of Electrification System

APPENDIX 7 Conceptual Design of Electrification System December 2010

20 Bay Street, Suite 901 Toronto ON M5J 2N8 In Association with:

APPENDIX7 CONCEPTUALDESIGNOFELECTRIFICATIONSYSTEM TABLEOFCONTENTS

TheReferenceCasedescribesexistingattributesandplannedenhancementsofGOsrolling stock,railinfrastructureandserviceslevelsasabasisforidentifyingandcomparingrolling stockandelectrificationsystemtechnologiesthatcouldbeusedforfutureservices.

1. INTRODUCTION 1.1. PurposeandObjectiveoftheReport

31.2 62.6 63.0 28.5 31.1 15.4

2. CONFIGURATIONOFTYPICALAUTOTRANSFORMERFEDELECTRIFICATIONSYSTEM 2.1. BasicSystemDefinitions

SINGLE-PHASE FEEDER SYSTEM

SINGLE-PHASE CATENARY SYSTEM

FEEDER SYSTEM CIRCUIT BREAKERS

TRACTION POWER RETURN SYSTEM - RAILS, STATIC WIRE, AND GROUND

2.3. TractionPowerSupplySystem UtilityPowerSupply

Duetothelargeelectricalclearancesrequired,highvoltageequipmentoftractionpowersubstationsis typicallyinstalledoutdoors.Eachitemofequipmentisdeliveredtothesiteseparatelyandinstalledon preparedfoundationsorfootings.

2.4. TractionPowerDistributionSystem Feeder/CatenarySystem

2.5. TractionPowerReturnSystem ReturnSystemConductors

2.6. NormalAndContingencySystemOperation ContinuityofSupply

Figure 23 Typical AutotransformerStation

Figure 24 Typical TwoTrack 2x25 kV OCS and FeederSystemwithSidePoleConstruction

Figure 25 Typical MultiTrack 2x25 kV OCS and FeederSystemwithPortalConstruction

3. TECHNICALCHARACTERISTICSOFACELECTRIFICATIONSYSTEMS 3.1. General

4. ROLLINGSTOCKSIMULATIONANDELECTRIFICATIONSYSTEMMODELINGMETHODOLOGY 4.1. Procedure

Conversionofcollecteddataintocomputerinputdata Tripdurationcomputerrunsanddevelopmentofstringcharts Analysisoftripdurationandstringchartresults Collectionofelectricalpowerutilityparameters Conversionofelectricaldataintocomputerinputdata Electricalsystemcomputerruns,including:

Derivationoftrainvoltageprofilealongeachsystemroute Calculationoffeederandcatenarysystemcurrents Determinationofsubstationandautotransformerpowerdemands Determinationofsubstationpowerdemandsandenergyconsumptions

5. REPORTCRITERIA 5.1. General

5.2. SystemVoltagesAndTrainPerformance IndustryPractice

Conductoroperatingtemperature,alloysandACSR Emissivity Windvelocity Frequency

5.4. PowerDemandsandTransformerRatings PowerDemandCharacteristics

2Hours 1Hour 15Minutes 1Minute

6. REPORTINPUTDATA 6.1. DataCollection

AsimplifiedschematicdiagramoftheproposedMetrolinxGOsystemtobeelectrifiedisshowninFigure 61. TheelectrificationsysteminputdataarepresentedinAppendixD.

LINES AND SUBDIVISIONS: LAKESHORE WEST LINE TO HAMILTON TH&B

RICHMOND HILL LINE

GUELPH SUB GUELPH SUB MP 30.0 ATS

HALTON SUB MP 24.1

LAKESHORE WEST LINE TO ST. CATHARINES

LAKESHORE EAST LINE

AIRPORT RAIL LINK

PEARSON INT. AIRPORT MP 1.9

AIRPORT JCT. MP 13.5

BARRIE SOUTH MP 59.5

BALA SUB ATS

UXBRIDGE SUB ATS

RICHMOND HILL LINE

MILTON 31.2 GALT SUB

RICHMOND HILL MP 21.0

2/38.5 ATS NEWMARKET SUB MP 3.0 2/19.6 ATS 2/10.3

WESTON SUB MP 3.0

1/2.9 HAMILTON TH&B MP 57.5 TPS 2/2.0

4/14.7 OAKVILLE MP 21.4 MIMICO MP 6.7

4/4.7 EXHIBITION MP 2.0

4/6.8 SCARBOROUGH JCT. MP 325.6 TPS

3/11.7 KINGSTON SUB SWS

BAY VIEW MP 36.9

OAKVILLE SUB MP 0.0

BALA SUB DON YARD MP 0.0 MP 1.4 KINGSTON SUB MP 333.8

HAMILTON SUB MP 60.4