L1-CHE-STD-015 Electrical Networks Systems: Engineering Standard

Engineering Standard
L1-CHE-STD-015
ELECTRICAL NETWORKS SYSTEMS
Version: 2
APPLICATION OF THIS ENGINEERING STANDARD
Contemporary Engineering Standards shall be used for all projects, with the exception of
work packages that have been exempted following approval by the Standards Governance
Group (SGG).
All contemporary versions (i.e. the latest published version) of MTM Engineering Standards
are available on MTM’s The Depot (internal access only) or the Metro Document Portal
https://documentportal.metrotrains.com.au/ (public access).
Standards Baselines and the list of exemptions is available at:
 RPV/MTM Engineering Collaboration Space for Rail Projects Victoria (RPV)

work packages; and
 LXRP eHub for Level Crossing Removal Project (LXRP) work packages.
Please refer to L1-CHE-GLD-093 Application of MTM Engineering Standards for Projects

Guideline for details.
BACKGROUND
In accordance with PTV Standards Framework (CM Ref: DOC/19/110188), a project
adoption assessment for in-flight projects must be conducted by the PAAC (Project Adoption
Assessment Committee) for any new, revised or withdrawn Engineering Standard. Based
on this impact assessment, the PAAC has provided its recommendation to the SGG that
specified projects will be exempt from adopting the provisions of this Standard as set out
below.
The list of projects exempt from adopting this Engineering Standard may be progressively
updated without the requirement to update the version of the underlying Standard.
OVERARCHING SAFETY OBLIGATIONS

Notwithstanding any classification or process outlined above, all safety risks are required to
be eliminated or minimised so far as is reasonably practicable (SFAIRP), in accordance with
Rail Safety National Law (RSNL). Additionally, the safety duties of all parties remain
unaffected, irrespective of any approvals of the SGG.
For designers, manufacturers, suppliers etc., Section 46 and 47 of RSNL details that
persons undertaking works on the railway are required to manage safety risk SFAIRP based
on what they know and what they ought reasonably to know. Sections 52 and 53 of the
RSNL go into further particulars around the duties of operators and designers.
 Section 52 states that the operator has obligations to ensure SFAIRP that design is
undertaken in a manner that ensures the safety of the railway.
 Section 53 states that a designer must ensure SFAIRP that the design is safe for its
purpose based on what they know or ought reasonably to know.
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ELECTRICAL NETWORKS STANDARD
MEST 000002-06
Version: 2 Effective from: 25th February 2019
L1-CHE-STD-015
Approval
Amendment Record
Approval Date Version Description

16/01/2015 1 First Issue
Comprehensive updates throughout the document. Key
changes are;
1. Retitled from “Electrical Networks Principles and

Performance” to “Electrical Networks Systems”
2. Included requirements from Electricity Distribution Code
3. Specified the linkage to MTM Engineering Management
25/02/2019 2 System and engineering assurance framework, the
relationships with safety, RAM, environmental and
quality assurance frameworks and the interface with
other rail systems
4. Specified power quality parameters for each of the
Electrical Network Systems
5. Introduced requirements for lightning protection, rolling
stock compatibility, EMC, insulation coordination
Approving Manager: Chief Engineer Approval Date 25/02/2019 Next Review Date: 25/02/2022
PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 51
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Approval Date Version Description

6. Extended/expanded requirements on
planning/management plans, modelling, electrolysis
management and future proofing
7. Consolidated earthing and bonding requirements into
one document (this Standard)
8. Introduced overhead standard design and templated
designs
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Table of Contents
1 Purpose ........................................................................................................................... 7
2 Scope ............................................................................................................................... 7
3 Abbreviations .................................................................................................................. 8
4 Definitions ....................................................................................................................... 9
4.1 General Terms and Definitions ......................................................................................... 9
4.2 Parameters Relating to the D.C Traction System ...........................................................10
4.3 Reliability, Availability, Maintainability (RAM) .................................................................11
5 References & Legislations ........................................................................................... 12
5.1 General ...........................................................................................................................12
5.2 Legislation .......................................................................................................................13
5.3 Regulations .....................................................................................................................14
5.4 Occupational Health and Safety (OHS) Compliance Codes ..........................................14
5.5 Guidelines and Rules ......................................................................................................15
5.6 PTV and Industry References .........................................................................................15
5.7 MTM Standards/Documents ...........................................................................................16
5.8 Australian Standards ......................................................................................................16
5.9 International Standards/Documents ...............................................................................17
6 Related Documents ...................................................................................................... 17
7 Electrical Network System ........................................................................................... 18
8 Safety, Environment, Quality & RAM Assurance Frameworks .................................. 20
8.1 Safety ..............................................................................................................................20
8.2 RAM ................................................................................................................................20
8.3 Quality Assured System Integration ...............................................................................21
8.4 Change Management .....................................................................................................21
8.5 Environmental .................................................................................................................22
9 General Electrical Network System Principles ........................................................... 22
9.1 Electrical Network Integration .........................................................................................22
9.2 Electrical Network System Master Plan ..........................................................................23
9.3 Electrical Network System Modelling..............................................................................23
9.4 Electrical Network System Principles .............................................................................24
10 Earthing and Bonding .................................................................................................. 26
10.1 Principles ........................................................................................................................26
10.2 Standards ........................................................................................................................26
10.3 Earthing and Bonding Management Plan .......................................................................26
10.4 Limits for Touch Voltage and Protection against the Danger of Rail Potential ...............27
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11 Electrolysis ................................................................................................................... 27
11.1 Stray Current Corrosion Management Plan ...................................................................27
11.2 Victorian Electrolysis Committee ....................................................................................28
11.3 Specific Requirements ....................................................................................................28
12 Lightning Management ................................................................................................. 28
13 Insulation Co-ordination............................................................................................... 28
14 Rolling Stock Compatibility ......................................................................................... 29
15 Electromagnetic Compatibility (EMC) ......................................................................... 29
16 Electrical Protection Co-ordination Arrangements .................................................... 29
17 Standard Parameters for the Electrical Network System ........................................... 30
18 High Voltage Distribution System ............................................................................... 30
18.1 Quality of Supply .............................................................................................................30
18.2 Architecture .....................................................................................................................32
18.3 Electrical System Protection ...........................................................................................34
18.4 Form of Construction ......................................................................................................35
18.5 Apparatus to be Connected to the HV Distribution System ............................................36
19 Essential Services Distribution System ...................................................................... 36
19.1 Quality of Supply .............................................................................................................36
19.2 Architecture .....................................................................................................................37
19.3 Electrical System Protection ...........................................................................................38
19.4 Form of Construction (Conversion from Signal Supply to ESDS) ..................................38
19.5 Apparatus to be Connected ............................................................................................40
20 Industrial Power Supply System.................................................................................. 41
20.1 Power Supply Quality .....................................................................................................41
20.2 Architecture .....................................................................................................................41
20.3 Form of Construction ......................................................................................................42
20.4 Protection ........................................................................................................................42
20.5 Apparatus to be Connected ............................................................................................42
21 Traction DC and AC System (1.5kV, 3.0kV DC or 25kV AC) ....................................... 42
22 Electrical Network System Control and Indication ..................................................... 46
22.1 General ...........................................................................................................................46
22.2 High Voltage Distribution System ...................................................................................47
22.3 Essential Services Distribution System ..........................................................................47
22.4 Industrial Power Supply System .....................................................................................48
22.5 DC Traction System ........................................................................................................48
23 Electrical Network System Planning Requirements ................................................... 48
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24 Appendices ................................................................................................................... 50
24.1 Appendix A-Electrical Network System Architecture ................................................. 50
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1 Purpose
The purpose of this standard is to establish the functional and system requirements for the
Electrical Network System of the Melbourne metropolitan railway.
2 Scope
2.1 This Standard sets the functional and system requirements of the Electrical Network
System, supplying energy to the electrical trains, essential services and industrial power
supplies.
2.2 This Standard applies to all new works, major upgrades, augmentations and renewals of
the Electrical Network System.
2.3 The requirements of this Standard apply to all new and existing Electrical Network
Systems1 including all cabling and equipment from the main incoming power supply.
2.4 Where it is known, or becomes known, that existing Electrical Network System
Infrastructure does not comply with this Standard, action to bring them into compliance
shall be undertaken when:
a. A section of the Electrical Network System is modified to allow for changed operational
conditions , typically a different fleet or new timetable;
b. Three or more adjoining electrical sections are renewed as a whole; or
c. Any major component, as nominated by MTM of the Electrical Network System is
replaced2.
2.5 Specific requirements for the refurbishment of 1,500V DC overhead wiring shall be in
accordance with L1-CHE-STD-011 Electrical Networks Standard 1,500V DC Overhead
Wiring System.
2.6 This Standard shall be considered in conjunction with the PTV Transport Network Standard
Traction Power Systems PTV-NTS-004:2017.
2.7 This document is the peak MTM prescribed standard for the Electrical Networks System. It
sets the foundation for the remaining set of standards, specifications, technical
maintenance plans and other documentation of the Electrical Network System.
2.8 The Electrical Network System comprises those Electrical Systems defined in Clause 6.6.
2.9 The Standard includes only broad standards covering a future 25kV AC Traction System to
cover future development. A functional system specification for a 25kV AC system is
currently under development by MTM.
2.10 The Standard specifies the interoperability constituents and interfaces covered by MTM
standards , specifications and procedures which are necessary to achieve interoperability
with other systems
2.11 This document does not apply to low voltage lighting and power installations supplying
general apparatus at railway stations. The Standards for low voltage installations are given
in MCST-000002-01 Lighting and Power Design and Construction.
1
Electrical Network System is defined as Power System Installations in PTV-NS-004:2017
2
Clause is based on PTV-NS-004:2017
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2.12 This Standard applies to works on the Infrastructure Lease and to works undertaken on
other land which are intended to expand or enhance the provision of passenger services
and to form part of the Infrastructure Lease. It also applies to public land and streets
traversed by underground cables, overhead lines, etc., which are part of the Electrical
Network System Infrastructure.
2.13 The ESDS principles only, of this standard apply within the limits of the underground portion
of the Metro Tunnel Project given its electrical supply architecture.
2.14 The ESDS principles only, of this standard apply to the MURL given its existing electrical
supply architecture.
2.15 This standard does not apply to the existing industrial HV supplies at Newport, the E Gate
Infrastructure Facility and Dynon.
2.16 The changes to the requirements of this standard do not apply retrospectively prior to the
publishing date of this version of the Standard.
2.17 The structure of the standard firstly stipulates the principles of the Electrical Network
System and then covers topics which are generic to all the networks such as insulation co-
ordination. It follows with the specific requirements for each of the networks such as the
Traction DC System.
2.18 The standard includes informative notes which are numerically referenced and included at
the bottom of the subject page as a footnote.
3 Abbreviations
Abbreviation Term
AC Alternating Current
ACCB Alternating Current Circuit Breaker
CBI Computer Based Interlocking
CBTC Communications Based Train Control
CER Communications Equipment Room
CCTV Closed Circuit Television
DC Direct Current
DCCB Direct Current Circuit Breaker
EMC Electromagnetic Compatibility
ESDS Essential Services Distribution System
ESV Energy Safe Victoria
HV High Voltage
kV Kilovolt
LXRA Level Crossing Removal Authority
MTM Metro Trains Melbourne
RPV Rail Projects Victoria
MTP Metro Tunnel Project
MURL Melbourne Underground Railway Loop
OCS Operational Communications System
OHW Overhead Wiring
PTV Public Transport Victoria
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Abbreviation Term
RAM Reliability Availability Maintainability
SER Signal Equipment Room
TfV Transport for Victoria
UPS Uninterruptable Power Supply
V Volt
4 Definitions
4.1 General Terms and Definitions

Term Definition
Designated essential means the devices, apparatus and systems to be supplied by

devices the Essential Services Distribution System as listed in Clause
19.5
Electricity distributor means a company that provides electricity to the Point of

Supply in accordance with the Electricity Distribution Code
(Refer Table 6.1 and the Code).
First order (n-1) means the failure of one item of electrical apparatus such as
failure a circuit breaker, rectifier unit, transformer or cable.
Electricity remains available to provide the energy for the
intended function.
Examples are:
 Failure of a DCCB
 Failure of a rectifier unit
 Failure of one 22kV supply
 Failure of a transformer supplying the
Essential Services Distribution System or
signalling power supply system
Note1. While supply remains available the nature of a
particular failure may require limitations on train
services delivery but not the suspension of services.
Note 2. Failure of the overhead wiring system does
not fit within this definition as services are disrupted
Normal means, in relation to the Electrical Network System, when all
elements of the system are operating as designed and all
expected levels of redundancy are available".
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Term Definition
Point of Supply means that point agreed between the Consumer and
Distributor where responsibility passes from the Distributor to
the Consumer, usually where the distributor’s network
connects to the consumer’s network
Second order (n-2) means the failure of two items of electrical apparatus such
failure that the supply of electricity is severely compromised or
unavailable to provide the energy for the intended function.
Examples are:
 Failure of two DCCB’s supplying the one
overhead section;
 Failure of a DCCB bus;
 Failure of two rectifier units in one or two
adjacent substations;
 Failure of two 22kV supplies to one or two
adjacent substations and
 Failure of two transformers supplying the one
region of the Essential Services Distribution
System or Signalling Power Supply System
Shall Is used as the descriptive word to express a requirement that

is mandatory to achieve conformance to the standard.
Should Is used as the descriptive word to express a requirement that
is recommended in order to achieve compliance to the
standard. Should can also be used if a requirement is a
design goal but not a mandatory requirement.
Standard A set of high level requirements that are mandatory to be
adhered to achieve MTM’s objectives
Specification A set of specific requirements that is mandatory for a
particular equipment, service or other purpose
4.2 Parameters Relating to the D.C Traction System

a) Dimensioning Train - Dimensioning train is the train operating to timetable in a
geographic zone with the lowest mean useful voltage (train).
b) Mean Useful Voltage at the Pantograph - A quality index for the power supply
system at the pantograph to assess the suitability of the 1,500 V with respect to train
traffic requirements. Mean Useful Voltage at the pantograph consists of U mean useful
(train) and U mean useful (zone);
c) Nominal Voltage U n - Designated value for a system ;
d) Highest Permanent Voltage Umax 1 - Maximum value of the voltage likely to be present
indefinitely;
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e) Highest Non-Permanent Voltage Umax 2 - Maximum value of the voltage likely to be

present as highest non-permanent voltage for a limited period of time;
f) Lowest Permanent Voltage Umin 1 - Minimum value of the voltage likely to be present
indefinitely;
g) Umean useful(train) - Voltage identifying the dimensioning train and enables the effect on
its performance, including acceleration to be quantified;
h) Umean useful (zone) - Voltage giving an indication of the quality of a power supply in a
geographic zone during the peak traffic period in the timetable.3
4.3 Reliability, Availability, Maintainability (RAM)

4.3.1 General Terms and Definitions relating to RAM4
Term Definition
Inherent Availability (𝑨𝒊) The ratio of the time available for operation to the total time required
for operation, usually expressed as a percentage. It considers only
down-time due to the active repair of system failures (excluding
logistics / administrative delays).
𝑀𝑇𝐵𝑆𝐴𝐹
(𝐴𝑖) = 𝑀𝑇𝐵𝑆𝐴𝐹+𝑀𝐴𝑅𝑇
Mean Active Repair Time (MART) The mean active time required to repair failures of the system
(excluding logistics / administrative delays).
Mean Distance Between Service Affecting The mean distance travelled between only those failures of the
Failure (MDBSAF) system that because delays greater than or equal to 1 minutes
(Rolling Stock failures).
Mean Maintenance Downtime (MDT) The mean downtime due to preventive and corrective maintenance,
including logistics / administrative delays.
𝐿𝑜𝑔𝑖𝑠𝑡𝑖𝑐𝑠
λ𝑀𝑇𝑇𝑅 + 𝑓𝑃𝑀 𝑋 [𝑀𝑃𝑀𝑇] ( )
𝑎𝑑𝑚𝑖𝑛𝑖𝑠𝑡𝑟𝑎𝑡𝑖𝑣𝑒 𝑑𝑒𝑙𝑎𝑦𝑠
𝑀𝐷𝑇 =
λ + 𝑓𝑃𝑀
λ = the failure rate = 1/MTBSAF fPM = the frequency of preventive maintenance
Mean Maintenance Time (MMT) The mean time required to perform both preventive and corrective
maintenance actions (excluding logistics / administrative delays).
λ𝑀𝐴𝑅T + 𝑓𝑃𝑀 𝑋 (𝑀𝑃𝑀𝑇)

𝑀𝑀𝑇 =
λ + 𝑓𝑃𝑀
Where: λ = the failure rate = 1/MTBSAF

𝑓𝑃𝑀 = the frequency of preventive maintenance
3
Based on EN 50388
4
Based on L1-AMS-PRO-003
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Term Definition
Mean Preventive Maintenance Time (MPMT) The mean time required to perform preventive maintenance of the
system (excluding logistics / administrative delays).
Mean Time Between Maintenance Action The mean operating time elapsed between both preventive and
(MTBMA) corrective maintenance action.
1
𝑀𝑇𝐵𝑀𝐴 =
λ + 𝑓𝑃𝑀
Where: λ = the failure rate = 1/MTBSAF

𝑓𝑃𝑀 = the frequency of preventive maintenance
Mean Time Between Preventive The mean operating time elapsed between preventive maintenance
Maintenance (MTBPM) of the system.
Mean Time Between Service Affecting The mean operating time elapsed between failures of the system
Failure (MTBSAF) that cause a delay of greater than 1 minute.
Mean Time To Restore (MTTR) The mean time required to repair failures of the system and restore
to operation (including logistics / administrative delays).
Operational Availability (Ao) The ratio of the time available for operation to the total time
required for operation, usually expressed as a percentage. It
considers all down-time due to active repair of failures,
response/travel time, logistics delays and preventive maintenance.
𝑀𝑇𝐵𝑀𝐴
𝐴𝑜 =
𝑀𝑇𝐵𝑀𝐴 + 𝑀𝐷𝑇
4.3.2 Substation Mean Time Between Failure (𝑴𝑻𝑩𝑭𝒔 ) is defined as the mean time for
a first order fault
4.3.3 Maintainability means a measure of the ease and speed with which an asset can
be repaired and is a function of both equipment design and accessibility
5 References & Legislations
5.1 General
5.1.1 The Electrical Network System shall be designed and constructed in accordance
with this Standard and relevant MTM Standards and Australian, Rail Industry and
International Standards.
5.1.2 The latest issue of the relevant standard shall be used.
When there is one or more standards covering the same subject the precedence
as shown in Figure 1 ( refer to L1 CHE-PRO-032) shall be adhered to.
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Figure 1 –Precedence of Legalisation, Standards and Engineering Assurance

(Source: L1 CHE-PRO-032)
5.1.3 This standard provides an informative list of documents only and it is the
responsibility of the party utilising this standard to ensure Clause 5.1.1 is met.
5.1.4 The complete life cycle of the Electrical Network System shall comply with all
legislative requirements and codes.
5.1.5 All network development plans produced for the railway network by TfV, PTV,
RPV, LXRA and MTM shall be considered in the formation of the system
requirements for the Electrical Network System.
5.1.6 Where a conflict arises between Standards or clarification as to the applicability of
a Standard or a part of a Standard is required, the matter shall be referred to the
MTM Chief Engineer for determination.
5.2 Legislation
Title
Dangerous Goods Act
Equipment (Public Safety) Act
Occupational Health and Safety Act
Transport (Compliance and Miscellaneous) Act
Transport(Safety Schemes Compliance and Enforcement) Act
Rail Safety Act (Local Operations) (Vic)
Rail Safety National Law Application Act 2013 No 22
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Title
Rail Safety (Local Operations) Act 2006 (Vic) (includes further detail on drug and alcohol
testing in VIC
5.3 Regulations
Title
Building Regulations
Dangerous Goods (Storage and Handling) Regulations
Dangerous Goods (Transport by Road or Rail) Regulations
Electricity Safety (Bushfire Mitigation) Regulations
Electricity Safety (Cathodic Protection) Regulations
Electricity Safety (Electric Line Clearance) Regulations
Electricity Safety (Equipment) Regulations
Electricity Safety (Installations) Regulations
Electricity Safety (Management) Regulations
Electricity Safety (Registration & Licensing) Regulations
Equipment (Public Safety) Regulations
Occupational Health and Safety Regulations
Rail Safety (Local Operations) (Accreditation and Safety) Regulations
Workplace Injury Rehabilitation and Compensation (Savings and Transitional) Regulations
Workplace Injury Rehabilitation and Compensation Regulations
Code Of Practice For Electrolysis Mitigation And Cathodic Protection
NOTE: In Victoria compliance is required with Appendix K in relation to the installation,

alteration, repair; maintenance and testing of high voltage electrical installations [See
regulations 202(c) and 231(2) of the Electricity Safety (Installations) Regulations 2009]
5.4 Occupational Health and Safety (OHS) Compliance Codes
Title
Code Of Practice On Electrical Safety For The Work On Or Near High Voltage Electrical
Apparatus (The Blue Book)
Victorian Traction Industry Safety Rules- Orange Book

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Title
Confined Spaces
First Aid In The Workplace
Managing Asbestos In Workplaces
No Go Zones For Overhead Electrical Power Lines - Special Provisions For Plant And Equipment
No Go Zones For Underground Utility Services
Prevention Of Falls In General Construction
Removing Asbestos In Workplaces
Underground Assets, Guide For Undertaking Work Near
Using Earthmoving Equipment Near Overhead Electrical Assets - A Handbook For Workplaces
Workplace Amenities And Work Environment
NOTE: The Electricity Safety (Installations) Regulations 2009 require owners and operators
of high voltage electrical installations and complex electrical installations to comply with the
Blue Book. Pursuant to the Electricity Safety (Management) Regulations 2009, the Blue
Book is a published technical standard that major electricity companies in Victoria shall
comply with, unless they establish a level of safety in their ESV-accepted Electricity Safety
Management schemes that is at least equivalent to that provided by the Blue Book or
Orange Book.
5.5 Guidelines and Rules
Title
Framework for undertaking work near Overhead and Underground Assets
Victorian Traction Industry Electrical Safety Rules 2014 (The Orange Book) 2014
5.6 PTV and Industry References
Document Number Title
PTV-NTS-004-2017 PTV Transport Network Standard- Traction Power Systems
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5.7 MTM Standards/Documents
L0-SQE-PLA-005 Environmental Management Plan
L0-SQE-PRO-031 Enterprise Risk Management Procedure
L1 CHE-PRO-032 Engineering Standards Development Procedure
L1-AMS-PRO-003 RAMS Procedure
L1-CHE-MAN-005 Head Of Engineering Electrical Network System Engineering Manual
L1-CHE-PRO-004 Type Approval Procedure
L1-SQE-PRO-001 Management of Change Procedure
L2-ELN-REP-002 RAMS – MTM Substation Standardization
L2-ELN-PLA-001 Electrical Networks Technical Maintenance Plan
L1-CHE-STD-035 Lighting and Power Design and Construction
L1-CHE-SPE-297 Signalling Environmental Conditions
L1-CHE-STD-013 Metropolitan Railway Stations
L1-CHE-STD-009 Traction Substations and Tie Stations (MEST 000002-01)
L1-CHE-STD-011 Overhead Line Electrification (MEST 000002-02)
L1-CHE-STD-010 Railway Bridges Electrical protection and Bonding (MEST 000002-03)
Track Bonding For Signalling and Traction Return Current (MEST

L1-CHE-STD-016
000002-05)
Train Maintenance Buildings Electrical Systems Earthing and Bonding

L1-SDD-STD-006
(MEST 070000-01)
L2-ELN-MAN-004 Electrical Safety Manual November 2017
5.8 Australian Standards

AS/NZS 2067 Substations and high voltage installations exceeding 1 kV a.c
AS/NZS 3000 Wiring Rules – Electrical Installations
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5.9 International Standards/Documents
EN50122-1:2011+A1 Railway applications. Fixed installations. Electrical safety, earthing and the
return circuit. Protective provisions against electric shock
Railway applications. Fixed installations. Electrical safety, earthing and the
EN50122 -2 return circuit. Provisions against the effects of stray currents caused by
d.c traction systems
Railway applications. Fixed installations. Electrical safety, earthing and the
EN50122 -3
return circuit. Mutual interaction of a.c. and d.c. traction systems
Railway Applications- Power Supply and rollingstock- Technical criteria for
EN 50388 - the co-ordination between power supply (substation) and rolling stock to
achieve interoperability
EN 50163- 2 Railway Applications – Supply voltages of traction systems
6 Related Documents
L1-CHE-MAN-005 Head Of Engineering Electrical Network System Engineering Manual
L2-ELN-MAN-004 Electrical Safety Manual November 2017
Electrical Network System Functional Requirements Form (MEMF

L4-CHE-FOR-021
000002-06)
Overhead Line Electrification Functional Requirements Form (MEMF

L4-CHE-FOR-015
000002-02)
Traction Substations and Tie Stations Functional Requirements

L4-CHE-FOR-016
Form (MEMF 000002-01)
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7 Electrical Network System
7.1 Overview
7.1.1 The Electrical Network System5 comprises the high voltage AC distribution, DC
traction, essential services distribution and industrial supply systems, Figure 2.
7.1.2 The High Voltage HV Distribution System means the 22kV or 11kV system
comprising incoming supplies from the supply companies and the feeders at these
voltages within the Infrastructure Lease.
7.1.3 The DC Traction System means the direct current traction system supply for the
trains.
7.1.4 The Essential Services Distribution System (ESDS) means the 3.3kV system
sourced at substations and distributed within the Infrastructure Lease for the
supply of the signalling system, communications systems and other electrical
systems essential for the safe and reliable operation of the railway detailed in
section 19.5 of this Standard. The legacy 2.2kV, 1kV and 650 V systems which
solely supply signal equipment are referred to as signal power supply systems.
7.1.5 The Industrial Power Supply System means those portions of the HV kV system
supplying industrial facilities such as train maintenance depots, wash plants and
workshops, which are supplied from the high voltage AC distribution system
7.2 DC Traction System

7.2.1 The DC Traction System consists of: (Figure 2)
a) Traction substations connected on the primary side to the high voltage
distribution system, with transformation of the high-voltage to a DC voltage
suitable for the trains. On the secondary side, substations are connected to
the Overhead Wiring System (OHW);
b) Tie stations which consist of electrical installations located at intermediate
locations between traction substations to supply and parallel contact lines and
to provide protection and isolation;
c) The overhead system which distributes the DC electrical energy to the trains
running on the route and transmits it to the trains by means of current
collectors;
d) The negative return system which consists of all conductors (including rail)
and electrical apparatus which form the intended path for the traction return
current and
e) The electrolysis mitigation system which consists of devices and apparatus
provided for the protection of underground assets from the effects of stray
current corrosion.
5
The Electrical Network System definition is loosely based on COMMISSION REGULATION (EU) No 1301/2014 of 18
November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail
system in the European Union.
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Traction Traction Overhead

Substation Wiring Equipment
(OHW)
DC Traction System
HV Distribution
System Negative Return
Electrolysis
Essential Service
Distribution
System
Industrial Power
Supply System
Figure 2 - Electrical Network System
(Note: Does not include 25kVAC Traction System)
ELECTRICAL NETWORK SYSTEMS
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8 Safety, Environment, Quality & RAM Assurance Frameworks
8.1 Safety
8.1.1 The Electrical Network System shall comply with all required legislation, regulations,
Australian standards, international standards and other requirements in accordance
with the Electrical Safety Policy L1-CHE-POL-024.
8.1.2 Safety and risk assessments shall be undertaken for the complete Electrical
Network System asset life cycle , namely concept development, requirements
synthesis , preliminary and detailed design, construction, integration, verification and
validation , operation and maintenance of the Electrical Network System in
accordance with L0-SQE-PRO-031.
8.1.3 The risk assessment shall assess the risks arising from the loss of supply.
8.1.4 The approach to the complete asset life cycle of the Electrical Network System shall
be based on the principle of providing a safe and functional electric supply in so far
as is reasonably practical.
8.2 RAM
8.2.1 The RAM for the complete life cycle of the Electrical Network System shall comply
with L1-AMS-PRO-003.
8.2.2 The lifecycle of the Electrical Network System including components, but excluding
consumable items, shall be capable of complying with their product specifications,
including performing its intended purpose, for at least 50 years for the DC Traction
Overhead Wiring System , 30 years for the remainder of the Electrical Network
System and, in the case of electronic devices for at least 15 years, without
deterioration in reliability and without preventive maintenance requirements in
excess of those stated in this Standard.
8.2.3 The maintenance policy of the Electrical Network System shall be as specified in
L2-ELN-PLA-001.
8.2.4 Any scope of work as defined in Clause 2.2 on the Electrical Network System shall
ensure that the substation meets the RAM requirements of Table 1. The RAM
requirements shall meet the conditions specified in L2-ELN-REP-0026.
Table 1 RAM Targets for Traction Substation
Parameter Requirement
Reliability MTBF ≥7260 hours
Availability ≥ 99.9127%
6
L2-ELN-REP-002 RAMS Requirements – MTM Substation Standardisation also provides the rationale for the
calculation of the requirements.
Approving Manager: Chief Engineer Approval Date: 25/02/2019 Next Review Date 25/02/2022
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Parameter Requirement
Maintainability Refer Section 7 of L2-ELN-REP-002
8.2.5 All like equipment shall be interchangeable as a whole and also as regards its parts.
In accordance with EN50123 - 6 -clause 6.1, any such change or replacement shall
not reduce the capability of the equipment to perform to the requirements of this
Standard.
8.3 Quality Assured System Integration
8.3.1 The whole Electrical Network System to which this standard applies, is an integrated
system whose functional and system specifications need to meet this standard
8.3.2 The following Electrical Network specific management plans shall be provided to
ensure adequate quality assurance for new, upgraded or renewal works on the
Electrical Network System to meet Clause 8.3.1.
a) Electrical Network System Integration Management Plan (refer Clause 9.1.2).
b) Earthing and Bonding Management Plan (refer Clause 10.3).
c) Stray Current Mitigation Management Plan (refer Clause 11.1.1).
d) EMC Management Plan (refer Clause 15.2).
e) Electrical Network System to Rolling stock Compatibility Plan (refer Clause 14).
8.3.3 The extent of the management plans to be provided shall be commensurate with the
scope, risks and systems involved with the project, the justification for which shall be
presented in the Management of Change Process.
8.4 Change Management
8.4.1 All changes to the Electrical Network System that may affect the safety and/or
operations of the network shall be managed in accordance with L1-SQE-PRO-001.
8.4.2 Changes shall mean any modification, alteration, addition, removal of Electrical
Network System infrastructure or process.
8.4.3 The Electrical Network System shall deliver the functionality described in this
Standard.
8.4.4 To ensure Clause 8.4.3 is complied with a set of Electrical Network System,
requirements shall be prepared and approved by the Head of Engineering
Electrical as detailed in Forms L4-CHE-FOR-021, L4-CHE-FOR-015 and L4-
CHE-FOR-016 Electrical Network System Functional Requirements. This shall be
prepared sufficiently early in the project development process to ensure the
requirements are included in the project scope and funding.
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8.4.5 The Preliminary Requirements Review stage requires a Final Impact Statement,
Final Operation Statement and Project Brief, in accordance with Figures 1 and 2 of
L3- PRJ-GDL-002.
8.4.6 The purchase of major electrical equipment such as rectifiers, rectifier transformers
and substation high voltage circuit breakers shall not occur without a system
requirements document and shall be endorsed and approved by the Head of
Electrical Engineering or his/her representative.
8.4.7 The advice from Head of Electrical /Engineering shall be written and incorporated
into the project or renewal works documentation.
8.4.8 Where the proposed works involve interaction with a supply company as
determined by the Head of Electrical/Engineering, the advice shall include an
agreement from the supply company to the principles of the project.
8.4.9 Where new materials or systems are to be introduced for the electrical networks,
the materials and systems shall be subject to type and product approval for use on
the metropolitan train network in accordance with L1-CHE-PRO-004.
8.5 Environmental
8.5.1 All life cycle stages of the Electrical Network System shall comply with the MTM
Environmental Management Plan.
8.5.2 All life cycle stages of the Electrical Network System shall minimise environmental
impact including but not limited to;
a. Minimisation of consumption of natural resources which mainly has an impact
on the manufacturing phase;
b. Minimisation of consumption of energy which has an impact on the operation
phase and
c. Maximisation of the “recyclability” potential which has an impact on the end of
life phase.
9 General Electrical Network System Principles
9.1 Electrical Network Integration
9.1.1 The Electrical Network System interfaces with other railway systems in order to
achieve the envisaged final performance to meet the needs of the travelling public.
These systems are;
a) Rolling stock;
b) Railway Track;
c) Railway Signalling;
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d) Railway Operational Control and Information Systems;

e) Railway Station Buildings and Services and
f) Civil Structures such as bridges, viaducts and overhead supporting structures.
9.1.2 An Electrical Network System Integration Plan shall be prepared which

demonstrates how the functional and system requirements of each of the Electrical
Network Systems shall effectively synthesise to each of its systems (Figure 2) and
to other railway systems as described in Clause 9.1.1 to support the safe and
reliable operation of trains and provision of services to rail travellers. The Integration
Plan is not required if the scope of the project or network change is minimal. The
Integration Plan is normally prepared by the Project Manager.
9.1.3 The performance to be achieved by the Electrical Network System shall be specified
by the required performance of the rail system with respect to:
a) Line Speed
b) Train mass (including passengers)
c) Train service requirements via a defined timetable
d) Line topography
e) Availability of regenerative breaking
f) Train performance characteristics such as acceleration and maximum
current draw
9.2 Electrical Network System Master Plan
9.2.1 The development of a master plan for the augmentation of the Electrical Network
System to meet the needs of the travelling public is encouraged. This should include
master plans for the ESDS, internal HV network and 1,500V DC systems. The
master plans should consider all new, renewed and upgraded infrastructures.
9.3 Electrical Network System Modelling
9.3.1 The configuration of the Electric Network System to be implemented, including any
scope changes, shall be determined by proven traction power system software. The
modelling shall be used to determine and/or confirm the scope of works.
9.3.2 The modelling shall be undertaken for each of the Electrical Network Systems to
provide the following ;
a) HV Distribution System - quality of supply (refer Clause 18.1) , required capacity
and size of high voltage feeders, including internal 22kV distribution feeders;
b) Traction DC and AC system- quality of supply (refer Clause 21.1), required
substation locations and capacity, number and size of overhead auxiliary
feeders and the temperature performance of the overhead system;
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c) Negative Return System- rail to earth voltages, required number and capacity
of the negative cables to substations, long bonding and other cabling and
required capacity of other conductors in the negative return system such as
impedance bonds and rail;
d) Electrolysis System - predicted track leakage and the impact on local metallic
underground structures, concrete support structure, viaducts and other
structures and appropriate mitigation measures;
e) ESDS- quality of supply (refer Clause 19.1), required capacity and size of high
voltage feeders and location and capacity of trackside feeding points and
f) Industrial Supply System - quality of supply, required capacity and size of
transformers, number of conductors and other electrical apparatus.
9.3.3 The modelling shall be based on achieving the system performance based on a
future projected timetable with the details as stated in Form MEMF 000002-06
Electrical Network System Functional Requirements. The loading conditions shall be
projected twenty years into the future.
9.3.4 The Electrical Network System shall allow the most severe conditions, as specified
in the design timetable, to be satisfied through;7
a) The densest operating period in the timetable, corresponding to peak traffic;
b) The characteristics of the different types of train involved, taking account of the
selected traction units and
c) The RAM requirements.
9.3.5 The Electrical Network System shall achieve Clause 9.3.4 for normal and service
disruption conditions. The additional loading on the Electrical Network System shall
be sufficient to meet the recovery time required for the operational needs of the
timetable.
9.3.6 The thermal capacity of each element of the Electrical Network System shall be
rated and confirmed via modelling, having appropriate regard to the thermal time-
constant of that element. The thermal dimensioning shall also consider the expected
prospective peak and fault current and the maximum time to clear the fault8.
9.3.7 The entire electrical circuit for the DC Traction System, comprising circuit breakers,
overhead wiring, cables rails, signalling equipment and negative conductors shall be
fully rated in accordance with Clause 9.3.6.
9.4 Electrical Network System Principles
9.4.1 Electric supply shall be taken for the purpose of providing power for the High
Voltage Distribution, Traction DC or AC, ESDS and Industrial Supply Systems,
Figure 2.
7
Based on EN 50388 Clause 8.
8
The intent is to ensure the thermal capacity of each element is adequate to meet the current loading determined via
modelling.
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9.4.2 All electric supply to the railway including to railway stations and the communication
system and other equipment shall be taken from any future dedicated 22kV
distribution system sourced from 66kV substations where available.
9.4.3 The incoming supply for the railway network shall be at 22kV, three phase. Where
existing supplies are at 11kV they shall be transitioned to 22kV when a future
dedicated 22kV distribution system sourced from 66kV substations is available.
9.4.4 Energy developed by the braking of trains , via regeneration, shall be used to
support the operation of other trains or returned to the High Voltage AC Distribution
System
9.4.5 Each overhead mainline traction section shall be supplied by two circuit breakers
from independent substations.
9.4.6 Train sidings are to be supplied from DCCB’s separate from those supplying the
main line.
9.4.7 An overhead traction section in a siding or fleet maintenance depot should be

supplied from one dedicated substation circuit breaker or if required by two
dedicated substation circuit breakers. Adequate provision shall be made for
alternative supplies via line switches to adjacent sections if required for operational
purposes.
9.4.8 Each ESDS, incorporating the signalling power supply system, shall have at least
two sources of supply under normal conditions.
9.4.9 The ESDS shall include an On-line (Double Conversion) Uninterruptable Power
Supply which provides power conditioning and no-break supply to the connected
apparatus.
9.4.10 All signalling apparatus shall only be supplied from the ESDS.
9.4.11 Stations shall generally be supplied from the street distribution supply, except as
stipulated in Clause 9.4.2
9.4.12 The ESDS shall be used to supply all essential apparatus at stations. Where a
loss of the street distribution electric supply would result in a public safety issue
being created, the Essential Services Distribution System may be used to supply
sufficient apparatus to maintain a safe environment.
9.4.13 A 25kV AC Traction Electrical System may be utilised in order to meet future
requirements of the train service.
9.4.14 The introduction of a 25kV AC Traction Electrical System shall require a

development phase which identifies further technical investigation into the
feasibility of implementing a 25kV AC traction power supply system on the existing
network in order to identify issues, constraints and opportunities. The interfaces to
the existing DC Traction System, signalling and other railway infrastructure and
external electrical systems should be considered.
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10 Earthing and Bonding
10.1 Principles
10.1.1 Earthing and bonding shall be designed, constructed and maintained to achieve in
descending order;
a) Safety of persons;
b) Avoidance of damage to electrical and other plant and equipment and
c) Continuation of train services.
10.2 Standards
10.2.1 Earthing designs shall use the latest versions of relevant Australian and
international standards, and industry guides. In particular, the provisions of the
following documents shall be followed;
 AS 2067- Substations and high voltage installations exceeding 1 kV a.c;
 ENA EG1- Substation Earthing Guide;
 AS/NZS 60479.1- Effects of current on human beings and livestock – General
aspects;
 ENA C(b)1- Guidelines for design and maintenance of overhead distribution and
transmission lines;
 AS/NZS 4853- Electrical hazards on metallic pipelines;
 AS/NZS 3835- Earth potential rise, protection of telecommunications network
users, personnel and plant;
 AS 3000- Wiring Rules;
 EN 50122-1 Railway applications. Fixed installations. Electrical safety, earthing
and the return circuit. Protective provisions against electric shock and
 EN 50122-2 Railway applications. Fixed installations. Electrical safety, earthing
and the return circuit. Provisions against the effects of stray currents caused by
DC traction systems
10.3 Earthing and Bonding Management Plan
10.3.1 An earthing and bonding management plan shall be prepared which integrates the
various earthing and bonding aspects of the Electrical Network System, including
HV AC distribution earthing, OHW structures, station HV and LV earthing, ESDS
earthing, earthing and bonding of civil structures such as bridges and viaducts,
power company earthing and the negative traction return system of the subject
work.
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10.4 Limits for Touch Voltage and Protection against the Danger of Rail Potential
10.4.1 The DC Traction System shall be designed, constructed and maintained to meet
the requirements of EN 50122 -1 and 2 except for the more stringent requirement
of Clause 10.4.4 of this Standard.
10.4.2 The permissible touch voltages shall be considered for both long term values for
normal operation and short term conditions for fault conditions, including specific
short term operational conditionals in accordance with Clause 9.1 of EN 50122-1.
10.4.3 The negative rail-to-earth voltage at any point on the DC Traction System shall not
exceed a level that results in the effective touch voltage exceeding the maximum
permissible level allowed in accordance with EN 50122-1: except for the more
stringent requirement of Clause 10.4.4 of this standard.
10.4.4 The maximum permissible touch voltage for long term conditions (t ≥ 0, 7 s) shall
not exceed 60V. For short term conditions (t < 0, 7 s) Clause 9.3.2.2 of EN 50122-
1 shall apply9.
10.4.5 All non-welded rail joints shall be adequately bonded to ensure Clause 10.4.6 is
complied with.
10.4.6 If the limits specified in EN 50122-1 are exceeded then measures shall be taken to
achieve compliance by application of strategies detailed in Clause 9.3.2.4 of EN
50122-1. The following list contains some examples as quoted directly from the
Clause for reference.
 Reduced length of feeding section
 Increasing conductance of the return circuit
 Insulation of the standing surface
 Reduction in tripping time needed to interrupt the short circuit current
 Voltage limiting device
11 Electrolysis
11.1 Stray Current Corrosion Management Plan
11.1.1 A Stray Current Corrosion Management Plan shall be prepared for the subject
work and shall include appropriate measures to mitigate stray DC traction return
current from entering metallic underground utility services. All components and
systems which may be affected by stray currents shall be considered, including
running rails, metallic pipe work and reinforced concrete structures
9
The MTM Standard requires the maximum rail to earth voltage to be 60V for non-workshop applications. This is a
lower voltage than applies with the European Standard EN 50122 due to legacy design and construction where there
are existing platforms where the construction has earthed metal at the platform coping and in other locations
accessible to passengers. Therefore to cover off the risk Clause 9.3.2.3 of EN 50122-1 is applied for workshops and
“other locations”. “Other locations” has been deemed to apply on the MTM network.
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11.2 Victorian Electrolysis Committee
11.2.1 The electrolysis mitigation system shall be designed and constructed to protect the
railway and third party underground assets of the metropolitan area. The
electrolysis mitigation system shall meet the requirements of the Victorian
Electrolysis Committee.
11.2.2 All Electrolysis Mitigation works, in particular the installation of electrolysis feeders
and other equipment after any electrolysis system testing following the placement
into service of a new substation or other works impacting on the electrolysis
system , shall be adequately scoped, funded, installed and tested within the
particular project.
11.3 Specific Requirements
11.3.1 The system shall be compatible with the operation of modern trains with the level
of regenerative braking applied across the Melbourne Metropolitan railway.
11.3.2 The existing classes of braking trains are capable of producing a voltage at the
train of 1,850V maximum.
11.3.3 The output voltages at each traction substation shall be set by MTM to optimise
the traction supply. Specific substations may be fitted with controlled rectifiers.
11.3.4 The setting of the rectifier output voltage should be based on an optimum balance
between the need to maximise substation busbar voltage and electrolysis
mitigation.
11.3.5 The design of any new sections of trackwork, such as line extensions or grade
separations on the DC Traction System, or major upgrades of trackwork on the
existing system shall meet the criteria for stray current defined in Clause 5 of EN
50122-2.
12 Lightning Management
12.1 Lightning protection systems shall be implemented generally in accordance with AS 1768
for the protection of persons and property from hazards arising from exposure to lightning.
The lightning system shall be considered as part of the Earthing and Bonding Management
Plan.
13 Insulation Co-ordination
13.1 Insulation co-ordination shall be implemented in the design for the Electrical Network
System in accordance with AS 1824.1 and 2, AS 2067 and EN 50124-1 to ensure the
selection of the electrical insulation characteristics of the equipment is adequate with regard
to its application and in relation to its surroundings.
13.2 The procedure outlined in AS 1824.1 shall be used for the insulation co-ordination study.
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14 Rolling Stock Compatibility
14.1 When new rolling stock is to be introduced to an existing network a Compatibility Plan shall
be prepared in line with Clause 10.3 of EN 50388.
14.2 The Compatibility Plan shall demonstrate that the new rolling stock is technically compatible
with the existing Electrical Network System.
14.3 A Compatibility Plan similar to that specified in Clauses 14.1 and 14.2 shall apply if new
elements are introduced into the Electrical Network System.
14.4 The rolling stock main power supply high speed DCCB performance characteristic and
configuration shall ensure discrimination with respect to the traction substation power
supply DCCBs to ensure the rolling stock main power supply high speed DCCB can
quickly detect, break and limit on board electrical fault currents before the fault can trip the
traction substation DCCBs.
15 Electromagnetic Compatibility (EMC)
15.1 All Electrical Network System apparatus shall not emit electromagnetic radiation that
prevents other equipment from functioning as intended
15.2 An EMC Management Plan shall be produced for the Electrical Network System to ensure:
a. the required limits for electromagnetic emission and immunity of the Electrical Network
System as a whole to the other railway systems and the outside world and of the
electromagnetic emission and immunity for equipment operating within the Electrical
Network System, is in accordance with the EN 50121 series of standards and;
b. the intended function of other equipment is not prevented
15.3 To clarify the emission from railway substations and open railway electrical system during
train operation shall not exceed the limits of Clauses 4.1 and 4.2 of EN 50121-2.
15.4 For clarity the immunity requirements for fixed power supply installations and apparatus
shall be in accordance with Clause 6 of EN 50121-5.
16 Electrical Protection Co-ordination Arrangements
16.1 The Electrical Protection Coordination design for the Electrical System shall meet the
requirements detailed in Clause 11.1 of EN 50138810 and AS 2067.
10
Clause 11.1 of EN 50133 requires the protective systems of the traction units and at substations to be compatible.
To co-ordinate protection a global view of the whole process and interfaces between the traction unit and the
Electrical Network System is necessary.
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16.2 Clause 16.1 shall be demonstrated by a protection co-ordination study.
17 Standard Parameters for the Electrical Network System
17.1 The following parameters shall characterise each of the Electrical Network Systems.
Additional parameters of voltage and current performance have been stipulated for the
1,500V DC system because of the pivotal nature of these to the traction system;
a. Quality of supply in line with the Electricity Distribution Code and other
requirements;
b. System architecture to describe the configuration and connection arrangements of
the electrical network supply and distribution ;
c. Electrical protection philosophy and schemes;
d. Form of construction in terms of overhead or underground and other factors and
e. Apparatus to be connected.
The above parameters have been covered for each of the electrical supply systems in the
following Sections of the Standard.
17.2 As far as practicable standard network configurations and associated protection co-
ordination schemes should be specified as part of the Electrical Network System Master
Plans and standards.
18 High Voltage Distribution System
18.1 Quality of Supply
18.1.1 The quality of the high voltage distribution system shall be as specified in Table 2
for both the HV supply from the Distributor at the point of supply and for the
internal HV Distribution 22kV System, except as required for the operation of
power company Rapid Earth Fault Current Limiters (REFCL) systems in
accordance with Table 2 (a).11
Table 2 Electrical Supply Quality Specification for High Voltage Distribution Network
(Based on Electricity Distribution Code (EDC))
Power Quality Parameter Specification Electricity

Distribution
Clause to be
Complied with:
Frequency 50Hz 4.1.1Refer Table
Note
Standard Nominal Voltage 22/11 kV 4.2.1
11
The same standard is applied to the HV internal 22kV network to ensure control of the internal power supply
quality. This is particularly important with the increasing use of electronic equipment, such as signalling equipment
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Distribution
Clause to be
Complied with:
Variation in Standard ± 6 % (steady state) 4.2.2 (Table 1)
Nominal Voltage
± 10% (Less than 1 minute)
Phase to Earth +80%-100% (less than 10

seconds)
Phase to Phase +20%-100% (less than 10

seconds)
Impulse Voltage 11kV 95kV Peak 4.2.2 (Table 1)
Impulse Voltage 22kV 150 kV Peak 4.2.2 (Table 1)
Overvoltage Control in accordance with IEC 60364-4-443. 4.2.3
Power Factor Limits As per Table 2 of the EDC 4.3.1 to 4.3.5
inclusive
Voltage and Current As per Table 3 of the EDC 4.4
Harmonic Distortion Limits
Inductive Interference Inductive interference not to exceed limits of 4.5
AS/NZ 2344-1997
Negative Sequence < 1% at the point of common coupling (Refer 4.6
Voltage limits Victorian Distribution Code)
Between 1 and 2% for a total of 5 minutes in

every 30 minute period.
Load balance (current in Not deviate from the average of the three 4.7
each phase of a three phase currents:
phase system)
(a) by more than 5% for a standard nominal
voltage up to 1 kV; and
(b) by more than 2% for a standard nominal

voltage above 1 kV.
Despite clause (a) and (b) deviations are

permissible for periods of less than 2
minutes:
(a) up to10% for a standard nominal voltage

up to 1 kV; and
(b) up to 4% for a standard nominal voltage

above 1 kV.
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Distribution
Clause to be
Complied with:
Voltage Fluctuations Level no greater than the levels specified in 4.8.1
AS/NZ 61000.3.5 and AS/NZ 61000.3.7 as
appropriate
Short and Long Term In accordance with AS/NZ 61000.3.7 as
Flicker appropriate
NOTE:- As per the Electricity Distribution Code – Clause 4.1.1AEMO is responsible for the
frequency of each distributor’s distribution system, having an obligation under the National
Electricity Rules to use reasonable endeavours to maintain system frequency at 50 Hz, subject
to the allowable variations set out in that Code. The National Electricity Rules has a set of
mainland frequency operating standards
For those sections of the HV AC distribution system, (note this includes the existing internal
22kV distribution network) which are supplied from Power Company feeders stipulated for
REFCL protection , during the period in which a REFCL condition is experienced on the HV
AC distribution system (including when a REFCL condition arises from the commissioning
and testing of a REFCL):
(a) The Phase to Earth voltage variations in Table 2 shall not apply; and
(b) The Phase to Phase voltage variations in Table 2A shall apply to that part of the HV AC
distribution system experiencing the REFCL condition.
(c) The Phase to Earth Voltage variation shall meet the requirements of the REFCL
specifications of the power company providing the primary supply to the HV AC
distribution system.
Table 2(a) Phase to Phase Voltage Variations under a REFCL Condition
Voltage Voltage Range for Time Periods Impulse

Voltages
Level in
Less than 1 Less than Steady State Less than 1
kV minute minute
10 seconds
Steady State
22 ± 6% ± 10% Phase to Phase 150kV
(± 10% rural +20%-100% peak

areas)
18.2 Architecture
18.2.1 The HV Distribution System is sourced from the Electricity Distributor and shall be
supplied in the form of 22kV alternating current at a frequency of 50 Hz to the Point
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of Supply, Figure 2. 11kV may be used subject to the approval of the Chief
Engineer.
18.2.2 Where the incoming supply to a traction substation is 11kV it shall be transformed
to 22kV.
18.2.3 Clause 18.2.2 may be varied if it can be demonstrated that adequate electrical
protection discrimination cannot be achieved via an 11/22kV transformer.
18.2.4 All substation equipment shall be adequately rated for 22kV.
18.2.5 All required equipment including HV ACCB, current transformers, voltage

transformers and cable terminations shall be adequately rated to be compatible
with the power company REFCL system.
18.2.6 HV supplies to traction substations shall be supplied from the existing internal
22kV HV Distribution System under the following conditions;
a. The connection does not diminish the reliability of the existing substations
connected to the existing HV Distribution System;
b. Most economical over the asset life cycle and
c. The future 22kV distribution system sourced from 66kV substations is not
available.
18.2.7 The internal HV Distribution System shall be upgraded to the required capacity if
insufficient capacity is available on the proposed feeder to supply the substation/s.
This shall include , cables or aerial feeders, switches, AC circuit breakers , other
required electrical apparatus and support structures
18.2.8 A specific electricity distribution connection agreement or contract which provides

various agreed conditions for the connection of a particular electrical installation at
the Point of Supply shall be negotiated with the Electrical Distributor by the Head
of Engineering Electrical or his nominee.
18.2.9 The connection agreement shall include responsibilities, connection type, capacity
and point of supply, standards to be met, timeframe for provision of supply and any
special conditions required because of the unique characteristics of a railway
system.
18.2.10 The connection agreement shall meet all the contractual requirements of
notification and endorsement by PTV in accordance with the Franchise
Agreement.
18.2.11 The HV interface point between the Electricity Distributor and the MTM HV
Distribution System shall be negotiated with the Electricity Distributor by the Head
of Engineering Electrical or his nominee. It shall be clearly marked on the electrical
operating diagrams and documented in the formal interface agreement.
18.2.12 Metering equipment and the installation of metering equipment shall be in

accordance with the National Electricity Rules requirements for metering and the
supplying HV Electrical Distributor requirements.
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18.2.13 Adjacent HV supplies to substations shall be fed from different zone substations. If
there is no reasonably practical alternative and it is necessary to supply adjacent
HV supplies from the same zone substation, the HV supplies shall be fed from
independent bus bars within the zone substation. In this case, the HV feeder
cables and connections shall be configured such that there are no common mode
failures or planned interruptions.
18.2.14 The supply to adjacent substations from the internal 22kV network shall be fed
from alternate railway feeders.
18.2.15 As far as practicable any new, upgraded or renewed HV Distribution assets should
be designed and constructed to allow effective transition to an internal dual feed
22kV distribution network.
18.2.16 Supply may be taken from the power company at 22kV or 66kV but shall be
distributed within the railway network at 22kV.
18.2.17 The reliability of the 22kV supplies shall be high as appropriate to meet the RAM
requirements of Table 1, for the electrical systems supporting assets involving
public safety, such as avoiding the loss of supply that may stop trains between
stations, placing public areas into darkness and compromising emergency
response systems.
18.2.18 Independent Distributor supplies shall be capable of being paralleled during

switching of the network to maintain supply to the railway.
18.2.19 The 22kV network shall be designed to be fully rated for the current and projected
loads over a minimum twenty year period taken for the worst-case contingency as
determined to meet the required reliability of Table 1. The loads shall be as stated
in Form MEMF 000002-06 Electrical Network System Functional Requirements.
18.2.20 The architecture of the internal 22kV distribution network shall consist of two
parallel ring feeders between two bulk supplies Electrical Distributor feeder points,
with open points at either end, with substations being fed alternatively off each ring
feed, Figure 3.
18.2.21 Substations with two feeders shall use the “H” 5 x 22kV Feeder ACCB bus
Configuration 1 and single unit substations “H” 2 x 22kV Feeder ACCB bus
configuration 2 (Appendix A - Figure 3).
18.2.22 The electrical system shall be adequately designed to ensure the required phasing
relationships between incoming power company supply, HV Distribution System
and ESDS ensure an effective and reliable power supply.
18.3 Electrical System Protection
18.3.1 All high voltage faults on the internal HV Distribution System shall be detected and
able to be cleared by a primary and secondary protection scheme.
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18.3.2 The primary and secondary protection schemes shall detect a fault simultaneously,
with the primary scheme designed to clear the fault in the first instance and the
back-up protection delayed in case of failure of the primary protection.
18.3.3 The internal HV Distribution System shall be designed and fitted with electrical
protection that discriminates fault currents and limits the loss of supply to the
minimum number of locations consistent with the protection objectives of the
network.
18.3.4 HV feeder primary protection on the internal 22kV distribution system shall be
implemented using current differential unit schemes, except where switches are
placed in the internal network to allow for alternative feeding arrangements, and
the application of current differential protection is difficult.
18.3.5 Dedicated fibre optic cables shall be used for current differential protection
schemes. The fibre optic cable can be provided as an integral part of the
underground cable or aerial conductor.
18.3.6 For the “H” double bus bar configuration, Appendix A, Figure 3 the primary
protection shall be provided by full bus bar current differential or bus summation
protection, subject to cost, reliability and other factors.
18.3.7 To ensure reliability of the high voltage distribution system is maintained when an
auxiliary supply fails, substations with an “H” double bus bar configuration shall
have two independent substation battery systems, one supplying bus 1 and the
other bus 2.
18.3.8 The design of the protection scheme shall be designed such that the
independence and integrity of the primary and backup protection schemes are
adequate to ensure that a fault on one does not impact on the other to achieve the
required RAMS performance12.
18.4 Form of Construction
18.4.1 The installation of two feeders, utilised for the internal network shall be positioned
on opposite sides of the rail corridor so as far as is reasonably practicable. If the
section of rail corridor only has one common services route then placement of both
feeders in in the common services route may be allowed by the Head of
Engineering Electrical, subject to each feeder being placed in separate conduits.
18.4.2 As far as practicable the feeders shall be undergrounded and intermittent

overhead conductor sections avoided.
12
Measures shall include:
i. Protection current transformers shall only be connected to protection equipment
ii. Approved transducers used for interfacing with the SCADA shall be regarded as protection equipment.
iii. Primary and backup protection schemes shall be implemented using separate current transformers and
relays.
iv. Where the primary and backup scheme trip the same HV circuit breaker, the primary and backup schemes
shall use separate trip coils, one trip coil for the primary scheme the second trip coil for the backup scheme
MEST 000002-06
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18.4.3 Common services routes shall make future provision for the installation of the
internal network feeder cables, including the necessary conduits and take off pits
at major supply points such as substations.
18.4.4 The construction of the HV Distribution System shall not preclude the future
implementation of the internal 22kV system
18.5 Apparatus to be Connected to the HV Distribution System
18.5.1 The 22kV HV Distribution system shall form the primary supply system to the
railway.
18.5.2 The 22kV HV Distribution System , through the traction substations, shall supply
the traction DC system
18.5.3 At substations, the 22kV shall be transformed to supply the ESDS
18.5.4 If required traction and industrial substations, may provide 22kV system supplies
for industrial power.
18.5.5 Only the DC Traction System, ESDS and HV industrial supplies to Fleet
Maintenance Depots shall be supplied from the existing internal 22kV internal
distribution system.
19 Essential Services Distribution System
19.1 Quality of Supply
19.1.1 The electrical supply quality of the ESDS shall meet the specifications detailed in
Table 3 and L1-CHE-SPE-297 for UPS normal or invertor operation and Table 2
and L1-CHE-SPE-297 for UPS bypass operation. Where there is any conflict
between these requirements clarification shall be sought from the Head of
Engineering- Electrical and the Head of Engineering Signalling.
Table 3 - ESDS 3.3kV Electrical Supply Quality Specification for UPS Normal or Invertor
Operation
Parameter Value Unit Notes

Nominal Voltage 3.3 kV
Voltage Range - for all steady +/-3 % Refer Clause 10 of
state linear and non-linear L1-CHE-SPE-024
loads with 0 and 100% of
UPS rating and with power
factor in the range 0.6 lagging
to unity
Nominal Frequency 50 Hz
Output maximum total ≤3 %
harmonic voltage distortion
for linear loads
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Parameter Value Unit Notes

Output maximum total ≤5 %
harmonic voltage distortion
for nonlinear loads
Electromagnetic The UPS system shall meet
Compatibility and Immunity minimum emission and
immunity requirements for
UPS Category C3 as per the
designation and requirements
of AS62040.2.
19.1.2 The connection of Designated Essential Devices to the ESDS shall require such
devices to meet the following ;
a. Not cause the quality of the power supply of the ESDS to breach the
specifications detailed in Tables 2 and 3;
b. In relation to Table 3, the designer shall demonstrate if more stringent
requirements are necessary to ensure the safety and reliability of the
Signalling system and other essential services under the change management
process. Note under UPS normal or invertor mode, the functionality of the
UPS may make some of the requirements not applicable, such as voltage
fluctuations where the UPS will maintain a level within +/-3% at the substation.
c. Meet the requirements of ;
 Victorian Building Act 1993;
 National Construction Code Australia and other codes referenced in the
above;
 Other Legislation, Standards and codes relevant to the devices and
 AS 3000 Parts 1 and 213.
19.1.3 Not have an adverse impact on the RAMS performance of the Signalling system to
meet the requirements of Clause 8.2
19.1.4 Devices not classed as Designated Essential Devices may be connected to the
ESDS, subject to the approval of the Head of Engineering- Electrical and
compliance with Clauses 19.1.2 and 19.1.3.
19.1.5 The UPS used for the ESDS shall be an on line/ double convertor type.
19.2 Architecture
19.2.1 Railway stations are generally supplied from the street distribution system with all
electrical devices at the station supplied from that system. This Standard requires
that at new stations and existing stations where major renewal of electrical assets
is undertaken, designated essential devices are to be supplied from the Essential
Services Distribution System.
13
The Electrical Network System has many unique characteristics which are not covered under AS 3000 Part 2.
Therefore AS 3000 Part 1 needs to often apply.
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19.2.2 The Essential Services Distribution System is a 3.3kV supply sourced from the HV
supply of traction substations. The supply shall have two sources from
independent substations. The ESDS supply may be sourced from an alternative
HV supply, subject to it meeting the same performance criteria as the traction
substation HV supply.
19.2.3 The Essential Services Distribution System shall be backed up by an UPS located
at the supply point in the substation. The UPS shall be an On-Line (Double-
Conversion) type providing protection against electrical network disturbances and
loss of supply.
19.2.4 The Essential Services Distribution System shall supply all signalling apparatus.
Signalling apparatus shall not be supplied from sources other than the Essential
Services Distribution System.
19.2.5 The ESDS 3.3kV three phase distribution system shall be a floating system.
19.2.6 The mean time between loss of power to any part of the system and its connected
apparatus that causes delays or cancellation of train services shall be in excess of
10 years.
19.2.7 The system design, for the ESDS shall be such that an n-1 failure of a Substation
ESDS supply shall require the ESDS to be supplied from the adjacent Substation.
19.2.8 If the reliability target of Table 1 can be met then the failure of two adjacent
substation supplies does not require the supplies to be sized to feed through a
substation 3.3kV bus.
19.3.1 The ESDS network shall be designed and fitted with electrical protection that
discriminates fault currents and limits the loss of supply to the minimum number of
locations consistent with the protection of the network.
19.3.2 The system shall be fitted with a detector that will generate an alarm at the
electrical control centre in the event of a phase to earth fault.
19.4 Form of Construction (Conversion from Signal Supply to ESDS)
19.4.1 As far as is reasonably practicable, the Essential Services Distribution System is

to be fully introduced and the signalling apparatus supplied from the system,
19.4.2 Where it has been demonstrated that ESDS cannot be implemented as far as is
reasonably practicable a compromise as described following is to be put in place.
The detailed requirements shall be as stated in Form MEMF 000002-06 Electrical
Network System Functional Requirements.
19.4.3 The change from the existing 2,200V and other single phase systems to the new
3.3kV system will be made progressively.
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As a transition plan, with the upgrading of the signalling power supply locations,
the equipment installed shall conform to that for the future being the 3.3kV, three
phase system with UPS.
19.4.4 The conversion to a full ESDS 3.3 kV three phase system should occur when a
major portion of a train route has been constructed to be ready for the transition14.
19.4.5 If necessary, the output of the 3.3kV, three phase system shall be transformed to
provide a single White-Blue phase supply to the trackside. The supply shall be in
phase with the existing system. The detailed requirements shall be as stated in
Form MEMF 000002-06 Electrical Network System Functional Requirements.
19.4.6 Standard configurations, approved by MTM for the substation and trackside
equipment shall be utilised for the 3.3kV ESDS and their conversion from the
existing supplies. The standard configurations shall have the flexibility to balance
the best for network and the project constraints.
19.4.7 All new substations shall include an Essential Services UPS to supply the ESDS,
except where it can be demonstrated that the ESDS supply can be provided by an
adjacent substation to meet the requirements of this Standard.
19.4.8 All new Designated Essential Devices, associated with the Signalling system,
including SER’s associated light and power supplies to the SER, CER and other
Designated Devices shall be connected to the 2.2kV and 1.0kV ESDS power
supplies, within the limits of the UPS and power capacity of the system. This
applies particularly for the 2.2kV supply and its capacity to provide additional
power because of its single phase supply. ,
19.4.9 All new Designated Essential Devices such as stations, SER and CER
constructed and not connected to the ESDS shall include spatial provision for
Essential Services Switchgear and load transformers and include interconnecting
conduits to the CSR breakout pit. Station and other future ESDS switchboards
shall be suitable for future conversion to Essential Services supply as set out in
L1-CHE-SPE-154
19.4.10 Specifically, the devices and apparatus listed in this Clause 19.5. are not to be
supplied from the local street lighting and local power supply company distribution
system
19.4.11 The connection of phase sensitive signalling equipment to the ESDS shall only be
provided by type approved UPS units.
19.4.12 All new trackside HV locations shall feature 3.3kV compatible switchgear
complying with L1-CHE-SPE-150.
19.4.13 Existing iron clad, Magnefix or existing switchgear used on the 650V and 1000V
signalling power supply systems shall not be used as part of a project, renewal or
upgrade.
14
The intent of the strategy is one of minimum number of stages and cost effectiveness to have a major section of a
train ready for transition to the ESDS 3.3 kV three phase supply with all that is needed is changing of the transformer
tappings to 3.3kV
MEST 000002-06
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The equipment, with the exception of Magnefix switchgear may be considered for
temporary works of not more than 6 months duration, subject to the approval of the
Head of Engineering Electrical.
19.4.14 Remote Control and Indication via the SCADA system shall be provided for all new
trackside ESDS supplies.
19.5 Apparatus to be Connected
19.5.1 The 3.3 kV Essential Services Distribution System supplies the signalling power
supplies, communications power supplies and other essential services.
19.5.2 No phase sensitive equipment shall be connected to the ESDS, unless it forms
part of an existing signalling system.
19.5.3 The specific devices, apparatus and systems that shall be supplied by the
Essential Services Distribution System are as follows.
19.5.3.1 Digital Train Radio transmitters, receivers and communication nodes
19.5.3.2 All fibre optic and communication devices associated with train
operations, signalling, data transmission, passenger information and
security
19.5.3.3 Security systems to stations, signal boxes and Train Maintenance

Facilities
19.5.3.4 Air conditioners where the system is required for the safe and reliable
operation of Designated Essential Service Devices
19.5.3.5 CCTV systems
19.5.3.6 Passenger Information Systems and interfaces
19.5.3.7 Railway Station Public Address Systems
19.5.3.8 Metrol (where practical)
19.5.3.9 Centrol (where practical)
19.5.3.10 Electrol (where practical)
19.5.3.11 The Disaster Recovery Centre (where practical)
19.5.3.12 Lighting to signal relay, signalling computer rooms and CERs
19.5.3.13 Track circuits
19.5.3.14 Signalling relays
19.5.3.15 All signalling interlockings
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19.5.3.16 Signals and trainstops

19.5.3.17 Point machines
19.5.3.18 All signalling control and indication devices
19.5.3.19 Signal box computer screens, mimic panels and indicators
19.5.3.20 Level crossing detection, control and operation
19.5.3.21 Train Protection and Warning System
19.5.3.22 Axle Counters
19.5.3.23 OCS signalling interfaces
19.5.3.24 Future CBTC Systems
19.5.3.25 Ticketing Equipment (Refer Clause 19.5.6)
19.5.3.26 Emergency Lighting at Railway Stations (Refer Clause 19.5.6)
19.5.4 Specifically, the devices and apparatus listed in this Clause 19.5.3 shall not to be
supplied from the local street lighting and local power supply company distribution
system
19.5.5 General lighting and power supplies to Metrol, Centrol, the Disaster Recovery
Centre, stations and signal boxes may not be supplied from the Essential Services
Distribution System
19.5.6 Ticketing equipment and emergency lighting at stations may be supplied from
another supply other than the ESDS, subject to the designer demonstrating that
the alternative supply has an equivalent or better reliability than the ESDS.
19.6 Connection of Non-Approved Designated Essential Service Devices

Non approved Designated Essential Service Devices may be connected to the ESDS
subject to the approval of the Chief Engineer. It shall be adequately demonstrated that the
devices intended to be connected shall not impact on the safety of the signalling system.
20 Industrial Power Supply System
20.1 Power Supply Quality
20.1.1 The quality of supply for the industrial power supply system shall meet the
requirements of Table 2.
20.2 Architecture
20.2.1 Major stations, rolling stock maintenance depots, under floor wheel lathes and train
wash plants are candidates for an industrial supply.
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20.2.2 The industrial power supply system shall be derived from the High Voltage
Distribution System. The detailed requirements shall be as stated in Form
MEMF 000002-06 Electrical Network System Functional Requirements.
20.3 Form of Construction
20.3.1 As far as practicable the feeders shall be undergrounded and intermittent

overhead conductor sections avoided. The combination of underground and
overhead architecture shall ensure the RAM criterions of the load are achieved.
20.4 Protection
20.4.1 The industrial power supply system shall be designed and fitted with electrical
protection that discriminates fault currents and limits the loss of supply to the
minimum number of locations consistent with the protection of the network. The
protection system shall provide for primary and backup protection.
20.5 Apparatus to be Connected
20.5.1 The industrial power system includes the 22kV supply and the apparatus supplied
at low voltage from that supply.
20.5.2 The industrial power system provides low voltage supplies for lighting and power
for depots workshops and selected stations and is sourced from a traction
substation.
20.5.3 Supplies taken from the local street distribution system at high or low voltage for
workshops or other facilities are not covered by this standard.
20.5.4 The design and construction of the system shall ensure that the failure of the
system does not adversely impact train operations. For example, train
maintenance depots providing trains for services shall be regarded as essential
locations with the appropriate reliability and redundancy incorporated into the
system.
21 Traction DC and AC System (1.5kV, 3.0kV DC or 25kV AC)
21.1 Power Supply Quality
21.1.1 The nominal voltage Un of the Traction DC or AC System shall be as detailed in

Table 4. The system voltage is variable with loading and regeneration provided by
braking trains.
21.1.2 The mean useful voltage at the pantograph, i.e. both Umean useful (train) and Umean
useful (zone) shall not be less than as detailed in Table 4 , under maximum demand
with the traction system in normal condition. Maximum demand is defined as
occurring with the maximum number of trains in peak service operating in
accordance with the timetable.
MEST 000002-06
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21.1.3 Umean useful (zone) shall be calculated for a geographic zone (zone under study)
required to ensure the required performance is achieved. This shall include the
entire route for which will be impacted by changed train conditions.
21.1.4 All trains in the geographic zone shall be included in the analysis for Umean useful
(zone) whether they are in traction mode or not (stationary, traction, regeneration
coasting) at each simulation time step.
21.1.5 Umean useful (train) shall only include the voltages for each train in the modelling at
each time step where the train is taking traction load (ignoring steps when the
trains are stationary, regenerating or coasting).
21.1.6 The minimum permanent voltage Umin 1 at the train pantographs under maximum
demand with the traction system in a first order degraded state shall be as detailed
in Table 415.
21.1.7 The maximum permanent voltage Umax 1 and non-permanent voltage Umax 2 under
regeneration shall be as detailed in Table 416.
21.1.8 Voltages between Umax 1 and Umax 2 shall only be reached for purposes of
regeneration. If voltages are reached between Umax 1 and Umax 2 it shall be
followed by a voltage level below or equal to Umax 1 for a period to ensure
compatibility with the rolling stock on the subject route17.
21.1.9 The duration of voltages between Umax 1 and Umax 2 shall not exceed 5 minutes18.
Table 4- Voltage Parameters for Traction DC System
Parameter Un = 1,500V DC Un= 3,000V DC Un= 25,000 V AC
Umean useful(train) 1,300 2,800 22,000
Umean useful(zone) 1,300 2,800 22,000
Umin 1 (V) 1,150 2,300 19,000
Umax 1 (V) 1,800 3,600 27,500
Umax 2 (V) 1,950 3,900 29,000
15
U min 1 has been specified to ensure the performance standard detailed in the first version is kept. The level in EN
50163 of 1000V DC does not apply
16
EN 501388 Clause 4.1 part (e) specifies voltages between Umax 1 and U max 2 shall only be reached for non-
permanent conditions such as regenerative braking. This specification follows this requirement.
Note the maximum regeneration voltage is limited to 1,650V at present
17
Based on EN 501388 Clause 4.1 part (f), which indicates for an “unspecified period” but in this case it has been
applied to interface with the specifications of the rolling stock.
18
Based on EN 501388 Clause 4.1 part (b)
MEST 000002-06
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21.2 The voltage of the Substation busbar at no load condition shall be less than or equal to
Umax 1. For DC substations it is acceptable to have the busbar voltage at no load condition
less than or equal to this value, knowing that when a training is drawing load, it shall be in
accordance with Table 4.
21.3 The frequency of the 25kV AC system shall be 50 Hz as imposed by the three phase
supply grid. The frequencies and their permissible limits on the 25kV AC Traction System
shall be in accordance with Clause 4.2 of EN 50163.
21.4 Architecture
21.4.1 The OHW system shall be subdivided into electrical sections.
21.4.2 The design of the sectioning should enable the optimal balance between electrical
protection, train operations, maintainability and economics, and shall account for:
a) Distinct and localised sections and subsections (if required) which facilitate
ready maintenance and repair works while keeping the remainder of the
railway operating. This is particularly important at junctions, fleet depots and
stations.
b) Clearly understandable, particularly from the users perspective on site to
prevent erroneous connections during application of earths.
c) Co-ordinated with the protection design.
21.4.3 The requirement for the phase separation of sections for the 25kV AC Traction
System shall be in accordance with Section 5.1 of EN 50388.
21.4.4 Trains shall be able to move from the DC Traction System to 25kV AC Traction
System without bridging the two contact line systems.
21.4.5 Any feasibility study into the 25kV AC Traction System shall include an evaluation
on the most effective and efficient option for trains running through system
separation sections, namely;
 With pantographs raised and touching the contact wire(s) or
 With pantographs lowered and not touching the contact wire(s)
21.4.6 Where the DC and 25 kV AC Traction System separation sections are traversed by
a train with pantographs raised to the contact wires, provision shall be made in the
infrastructure to avoid bridging the contact lines of both power supply systems if
the opening of the on board train breaker(s) fails .
21.4.7 Where the DC and 25 kV AC Traction System separation sections are traversed by
a train with pantographs lowered the following conditions shall be applied;
 The separation section shall ensure that, in case the pantographs are
unintentionally applied to the contact line, bridging the contact lines of the two
power supply systems is avoided and switching off both supply systems is
MEST 000002-06
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triggered immediately, as for example by detection of short circuits or

unintended voltages and
 The pantograph shall be lowered without the driver’s intervention , triggered by

control signals
21.4.8 The requirements given in EN 50122-2 and EN 50122-3 shall be fulfilled, in order
to limit the DC currents in the 25kV AC Traction System to an acceptable level, to
ensure no adverse effect on vehicles or infrastructure.
21.4.9 Traction substations and tie stations shall be located as close as is practical to that
location determined from analysis and modelling of the voltage, current flow and
electrical system protection requirements of the network to support the reliable
delivery of passenger services. The analysis shall take account of the electrical
system parameters applying with the projected timetable services with a ten year
time horizon and include the margin of 20% for additional electrical system
loadings arising during recovery from service disruptions.
21.4.10 Taking Clause 21.4.9 as the primary requirement, the actual location for the
traction substations and tie stations should be optimised having regards to;
a) Optimum location to ensure minimum voltage drop;
b) future railway easement requirements for additional tracks;
c) availability of incoming electric supplies;
d) access for construction and maintenance;
e) topography of the land including required earthworks and likelihood of
flooding and;
f) Heritage and environmental requirements;
g) Optimum cost and
h) Airgap location including distance to fixed signals.
21.4.11 The investment in Electrical Network infrastructure, including, the location and
capacity of traction substations and tie stations shall demonstrate to be cost
effective whilst meeting the requirements of this standard. . If required an
economic analysis should be conducted, given the total cost of a given
configuration, that is composed of investment costs (rectifiers, transformers, and
protection and control cells), the cost of energy losses composed by AC losses
(associated with the transformer) and DC losses (associated to rectifiers) and the
failure cost, that represents the cost of the annual expected energy not supplied 19.
19
Based on Mario A. Ríos and Gustavo Ramos (2012). Power System Modelling for Urban Massive Transportation
Systems, Infrastructure Design, Signalling and Security in Railway, Dr. Xavier Perpinya (Ed.), ISBN: 978-953-51-0448-3,
InTech, Available from: http://www.intechopen.com/books/infrastructure-design-signalling-andsecurity-in-
railway/power-system-modelling-for-urban-massive-transportation-systems
MEST 000002-06
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21.5.1 The DC and 25kVC AC Traction Systems shall be protected against fault currents
and overload currents that may cause unsafe conditions to persons or damage to
the trains or the electrical infrastructure.
21.5.2 The protection shall be based on the principle that the operation of the protection
and the removal of supply shall be limited to the affected electrical zone or section.
21.5.3 Protection of the overhead wiring system for the DC Traction System shall include
instantaneous over current and other contemporary proven direct current
protection systems such as rate of rise.
21.5.4 The protection system shall be designed and constructed to take account of the
current generated by braking trains.
21.5.5 Protective systems on rolling stock and on the DC and 25kV AC Traction System
shall be compatible.
21.5.6 As far as practicable the rolling stock circuit breaker should trip for a fault within the
rolling stock in order to avoid the substation or tie station circuit breaker tripping.
21.5.7 As far as practicable, there should be co-ordination between the rate of rise
protection employed on the DC Traction System, between rolling stock and
substation or tie station circuit breakers to avoid unnecessary openings of the
latter.
21.5.8 Apparatus to be Connected
21.5.9 The DC Traction System shall be used solely for the supply of traction power to the
operating train fleet, including train maintenance facilities
22 Electrical Network System Control and Indication
22.1 General
22.1.1 The reliability and integrity of the network control and indication system shall be
consistent with an essential system controlling railway operating assets which
involve public safety.
22.1.2 The design and construction of the network control and indication system shall
withstand first, second and third orders of failure of cables and devices using
techniques such as multiple power supplies, independent and separated cable
routes, multiple routing of data and automatic switching.
22.1.3 The design and construction of the network control and indication system shall be
based on supporting the operation of trains as required for timetabled services.
The system design and construction shall be complementary to the network
controlled and indicated.
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22.1.4 Each electrical network shall be capable of being sectionalised and controlled to
support the continuous delivery of services and release the electrical assets as
necessary for maintenance.
22.2 High Voltage Distribution System
22.2.1 The High Voltage Distribution System shall be capable of being sectionalised by
remote control into individual feeders, substations, substation zones and supplies
to separate devices to ensure continuity of supply and facilitate maintenance of the
electrical assets.
22.2.2 The sectionalising shall be such as to permit switching of the system to energise or
de-energise apparatus as required but to also ensure that the 1,500V DC, the
Essential Services Distribution System and other supplies remain supplied as
required.
22.2.3 All 22kV circuit breakers shall be controlled and indicated at the electrical control
centre.
22.2.4 All 22kV incoming supply points and interconnecting feeders shall be provided with
line alive (energised) indication.
22.2.5 The operation of over current, earth leakage and other protection devices shall be
indicated and generate an alarm at the electrical control centre.
22.2.6 At HV supply points, (including 11kV) instantaneous current, periodic maximum

demand and energy shall be measured and recorded and transmitted to the
electrical control centre. The accuracy of the measurements shall be within 2%.
22.2.7 At each traction substation, the following parameters shall be shall be recorded
and transmitted to the electrical control centre;
a) Instantaneous DC current;
b) Building ambient temperature;
c) Negative bus to earth voltage and
d) 1,500 V DC Bus Voltage.
22.3 Essential Services Distribution System
22.3.1 The Essential Services Distribution System shall be capable of being sectionalised
by remote control into individual feeders, zones and supplies to separate devices
to ensure continuity of supply and facilitate maintenance of the electrical assets.
Each line side signalling supply point shall be regarded as a separate location with
remote control and indication of the apparatus at that location.
22.3.2 The sectionalising shall be such as to permit switching of the system to energise or
de-energise apparatus as required but to also ensure that the signalling power
supply system and other supplies remain supplied as required.
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22.3.3 The UPS of the Essential Services Distribution System shall be monitored and
controlled from the electrical control centre. Monitoring shall include supervision
of the UPS battery condition.
22.3.5 All Essential Services Distribution System supplies at Substations shall be

provided with line alive (energised) indication.
22.4 Industrial Power Supply System
22.4.1 The industrial power supply system shall be capable of being sectionalised by
remote control to ensure continuity of supply and facilitate maintenance of the
electrical assets.
22.4.2 All 22kV and other circuit breakers essential to ensure continuous supply to the
industrial assets shall be controlled and indicated at the electrical control centre.
22.4.3 Line alive indications shall be provided to essential assets.
22.4.5 At supply points, periodic maximum demand and energy consumption shall be
measured and recorded and transmitted to the electrical control centre. The
accuracy of the measurements shall be within 2%.
22.5 DC Traction System
22.5.1 The DC Traction System DC circuit breakers shall be controlled and indicated at
the electrical control centre.
22.5.2 The sectionalising of the DC Traction System shall be in accordance with the MTM
Overhead Line Electrification Standard
23 Electrical Network System Planning Requirements
23.1 The Electrical Network System should be designed and constructed taking into account
known and projected changes to the electrical systems. The future planning of the
Electrical Network System shall be as stipulated in the Master Plans (see Clause 8.3.2).
The particular requirements for a project shall be as stated in Form MEMF 000002-06
Electrical Network System Functional Requirements.
23.2 The implementation of a dedicated 22kV distribution network sourced from dedicated 66kV
power company substations is being considered. Future planning shall not preclude the
connection to the supply and should as far as practicable provide pit and conduits for new
works to allow future connection.
MEST 000002-06
L1-CHE-STD-015
23.3 The State or MTM may purchase energy from more than one source. As the system is
developed, the opportunities to take energy from multiple sources at differing and beneficial
rates should be explored.
23.4 Future rolling stock energy demand will be greater than that of the present trains as the
trains will be longer (with increased mass) and acceleration will be required at a higher rate
and to a higher speed. As such this standard has considered 3kV DC and 25kVAC.
23.5 Contemporary signalling systems are based on train to infrastructure communications,

referred to as communications based train control (CBTC). These systems require high
quality power without interruption for the safe management of trains. The Essential
Services Distribution System will meet the requirements for the security of supply to the
CBTC.
MEST 000002-06
L1-CHE-STD-015
24 Appendices
24.1 Appendix A-Electrical Network System Architecture
MEST 000002-06
L1-CHE-STD-015
MTM HV ELECTRICAL NETWORK GRID Standard Configuration 1.1
Substation 1 (Configuration 2) Substation 2 Substation 4(Configuration 1) Substation 6(Configuration 2)
Power Company Feeder 1 22/01 22/01 22/03 22/05 22/05

22/03
UPS
UPS
UPS UPS
Substation 3 Substation 5
UPS UPS
Power Company Feeder 2 22/02 22/02 22/04 22/06
Railway Station 1- Major Supply

Railway Station 2-Minor Supply Railway Station 2-Minor Supply
Railway Station 3-Minor Supply
S S
S S S S
S S
Location Box Location Box Location Box Location Box Location Box Location Box Location Box Location Box
S S S S S
S S S S S S S S S S S S S S S S
KEY 1.0 kV
KEY
1.0 kV EFS Rectifier
Rectifier 3.3 kV S Fuse Isolator Indoor Fuse Switch
66 kV 3.3 kV
Device Closed S Gas Switch F Fuse Isolator EFS Indoor Fuse Switch 66 kV 650 V Device Closed Gas Switch F
650 V 2.2 kV 400 V Device Opened Fuse Switch
2.2 kV 400 V Device Opened
FS Fuse Switch Link Invertor Internal 22 kV S Air Switch FS L Link Invertor
Internal 22 kV S Air Switch L 110
110
I Isolator Power Company Feeder Connector to be installed
I Isolator
Power Company Feeder Connector to be installed
Figure 3 - Standard Electrical Network System Architecture

L1-CHE-STD-015 Electrical Networks Systems: Engineering Standard

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Engineering Standard

Standards Baselines and the list of exemptions is available at:

 RPV/MTM Engineering Collaboration Space for Rail Projects Victoria (RPV)

Please refer to L1-CHE-GLD-093 Application of MTM Engineering Standards for Projects

OVERARCHING SAFETY OBLIGATIONS

Approval Date Version Description

1. Retitled from “Electrical Networks Principles and

Approval Date Version Description

4.1 General Terms and Definitions

Designated essential means the devices, apparatus and systems to be supplied by

Electricity distributor means a company that provides electricity to the Point of

Shall Is used as the descriptive word to express a requirement that

4.2 Parameters Relating to the D.C Traction System

e) Highest Non-Permanent Voltage Umax 2 - Maximum value of the voltage likely to be

4.3 Reliability, Availability, Maintainability (RAM)

λ𝑀𝐴𝑅T + 𝑓𝑃𝑀 𝑋 (𝑀𝑃𝑀𝑇)

Where: λ = the failure rate = 1/MTBSAF

Where: λ = the failure rate = 1/MTBSAF

5 References & Legislations

Figure 1 –Precedence of Legalisation, Standards and Engineering Assurance

Equipment (Public Safety) Act

Occupational Health and Safety Act

Transport (Compliance and Miscellaneous) Act

Transport(Safety Schemes Compliance and Enforcement) Act

Rail Safety Act (Local Operations) (Vic)

Rail Safety National Law Application Act 2013 No 22

Dangerous Goods (Storage and Handling) Regulations

Dangerous Goods (Transport by Road or Rail) Regulations

Electricity Safety (Bushfire Mitigation) Regulations

Electricity Safety (Cathodic Protection) Regulations

Electricity Safety (Electric Line Clearance) Regulations

Electricity Safety (Equipment) Regulations

Electricity Safety (Installations) Regulations

Electricity Safety (Management) Regulations

Electricity Safety (Registration & Licensing) Regulations

Equipment (Public Safety) Regulations

Occupational Health and Safety Regulations

Rail Safety (Local Operations) (Accreditation and Safety) Regulations

Workplace Injury Rehabilitation and Compensation (Savings and Transitional) Regulations

Workplace Injury Rehabilitation and Compensation Regulations

Code Of Practice For Electrolysis Mitigation And Cathodic Protection

NOTE: In Victoria compliance is required with Appendix K in relation to the installation,

5.4 Occupational Health and Safety (OHS) Compliance Codes

Victorian Traction Industry Safety Rules- Orange Book

First Aid In The Workplace

Managing Asbestos In Workplaces

No Go Zones For Underground Utility Services

Prevention Of Falls In General Construction

Removing Asbestos In Workplaces

Underground Assets, Guide For Undertaking Work Near

Workplace Amenities And Work Environment

5.5 Guidelines and Rules

5.6 PTV and Industry References

Document Number Title

PTV-NTS-004-2017 PTV Transport Network Standard- Traction Power Systems

5.7 MTM Standards/Documents

Document Number Title

L0-SQE-PLA-005 Environmental Management Plan