Dr Stephen Goh, Jeff Russell

INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL

Aurecon Australasia Pty Ltd

INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY

RAIL
Dr Stephen Goh, Technical Director: Traction Power Systems, Aurecon
BSc(Hons), MSc, PhD, CEng, FIET, CPEng, RPEQ, FIEAust

Jeffrey Russell, Associate, Energy Services, Aurecon

BE (Electrical)

Summary
Light rail is currently having a renaissance in cities around the world including Australian cities. To
create an integrated transport system, the 750V DC light rail infrastructure is often constructed in close
proximity to an existing 25kV AC heavy rail line. This integration invariably creates electrical interface
issues such as Earthing and Bonding, Electromagnetic Compatibility (EMC), Signalling and
Telecommunication (S&T) interface issues, which need to be resolved.

The paper assesses the interface issues of light rail and heavy rail train services, to ensure the safety
of people and railway properties, as well as the reliability of the railways. European Standards EN
50122 Parts 1-3, EN50121 parts 1-3 and the new or emerging Harmonised Australian Railway
Standards are discussed and recommended to demonstrate EMC compatibility. The paper examines
recent Case Studies undertaken in Europe, and reveals how the European methodologies can be
adapted to provide innovative solutions for the Australian rail industry.

1. INTRODUCTION although some solutions are better than others.

Light rail is currently having a renaissance in
cities around the world including Australian
cities. For the purpose of creating an
integrated transport system, the 750V DC light
rail infrastructure is often constructed in close
proximity to an existing 25kV AC heavy rail
line. The outcome is that the light rail trains
and heavy rail trains will be calling or
terminating at interchange stations for the
convenience and benefit of the passengers.
This integration invariably creates electrical
interface issues such as Earthing and Bonding,
Electromagnetic Compatibility (EMC),
Signalling and Telecommunication (S&T)
interface issues, which will need to be resolved
prior to the opening and running of both the
light rail and the heavy rail services.
These electrical interface issues arising from
railway mutual conductive, inductive and
capacitive electrical interactions for both
normal operation and short term fault
scenarios are not unique to Australian cities.
They are numerous examples around the
world, especially in European cities, where
these issues are successfully resolved,
However, all the various solutions share a
common goal, that is, their main aim is to
ensure that the AC and DC railways can co-
exist and do not interfere with each other or the
outside world i.e. More than just ‘meeting the
standards’.
The interface issues of light rail and heavy rail
train services operating in close proximity, as
well as the station interfaces issues are
discussed and demonstrated how to mitigate
the electrical hazards to ensure the safety of
people and railway properties, as well as the
reliability of the railways. The application and
compliance of the European Standards such
as EN 50122 Parts 1-3, EN50121 parts 1-3
and the new or emerging Harmonised
Australian Railway Standards are discussed.
Recent Case Studies undertaken in Europe
are discussed and solutions revealed how the
European methodologies can be adapted to
provide innovative solutions for the Australian
rail industry.

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

2. SYMBOLS AND ABBREVIATIONS

A – Ampere 4. KEY FACTORS AFFECTING AC

AC – Alternating current AND DC SYSTEMS
AS/NZS - Australia/New Zealand standard
ASA – Assets standard authority 4.1 Scenario 1: The Offender: AC Railway
DLR – Dockland light railway (UK)
E&B – Earthing and bonding Type of AC Traction Power System & Feeding
EHV – Extra high voltage Arrangement:
EMC - Electromagnetic Compatibility  25kV AC Rail Return System or
EMI - Electromagnetic interference  25kV AC Booster Transformer System
EN – EuroNorm (European Standard) or
EPR – Earth Potential (Voltage) Rise  25-0-25kV (2x25kV) AC
GCLR – Gold coast light rail Autotransformer System
HV – High voltage
kA – Kilo Ampere High capacity passenger service:
LUL – London underground Limited (UK)  24 trains per hour per direction (normal
Min - minute service) – 2.5 min headway
MV – Medium voltage  30 tphpd (perturbed) – 2 min headway
MW – Mega Watts
NR – Network Rail (UK) High Current in overhead conductor or High
RISSB - Rail Industry Safety and Standards Fault Level:
Board  High power trains (5.5 MW) – 220A
S&T - Signalling and Telecommunication per train
TCSSC - Train Control Systems Standing  Fault level of 6kA or 12kA
Tphpd – Trains per hour per direction
Committee The Victim: DC Railway
UK – United Kingdom
V – Volt 4.2 Scenario 2: The Offender: DC Railway

Type of DC Traction Power System & Feeding

3. ELECTRICAL MECHANISMS
BETWEEN AC AND DC RAILWAYS
The three electrical mechanisms of
interference between the AC and DC railways
running in parallel are as follow:
3.1 Conductive coupling
EMIs from AC and DC railways propagate
between the two railway systems via earth and
can lead to unacceptably high Earth Potential
Rise (EPR).
3.2 Inductive coupling
Electro-magnetic fields generated by AC
railway (50Hz and harmonics) and DC railway
(harmonics) can potentially interfered with
each other via the inductive (mutual) coupling
mechanism. This can result in unacceptably
high Induced voltages (V) on both systems.
Arrangement:
 750V DC Floating Negative System or
 750V DC Earthed Negative System
High capacity passenger service:
 6 minute headway (normal service) –
10 tphpd
 3 minute headway (special events) –
20 tphpd
High Current in overhead conductor or High
Fault Level:
 Low power trams (1MW) – 1300A per
train
 Fault level of 35kA between contact
wire and rail(s)
The Victim: AC Railway

3.3 Capacitive coupling

This is less important at lower frequencies and
are often ignored.

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

5. ISSUES AND CONSEQUENCES  IEEE 80 2000 – IEEE Guide for safety

in AC substation grounding
What is at stake?
6.3 Relevant Australian Standards:
Issue Consequences
Earthing Inadequate E&B can lead to  AS 3000:2007 – Wiring Rules
and lack of high integrity  AS 2067:2008 – Substation and high
Bonding traction and fault currents voltage installations exceeding 1kV AC
return paths  AS/NZS 60479.2:2002 – Effects of
current on human beings and livestock
Touch Risk of electric shock  AS/NZS 61000.3.2:2007 – EMC Limits
Voltage for harmonic current emissions
 AS/NZS 61000.4.3:2006 – EMC –
Signalling If not immunised can lead to Testing and measurement techniques
System system malfunction / – Radiated, radio-frequency,
equipment damage electromagnetic field immunity test
 AS/NZS 61000.4.30:2012 – EMC –
Telecom If not immunised can lead to Testing and measurement techniques
System system malfunction / – Power quality measurement
equipment damage methods
 AS/NZS 61000.3.6:2001 – EMC
Assessment of the emission limits for
the3 connection of the unbalanced
6. APPLICABLE STANDARDS installations to MV, HV and EHV
power systems
6.1 Relevant European & International  AS/NZS 1768:2007 – Lightning
Standards protection
 ENA EG-0 – Power System Earthing
EN 50122 part 3 – Mutual Interaction of AC & Guide
DC Traction systems (Railway Application)  ENA EG-1 – Substation Earthing
Guide
 Demarcation of the mutual interaction
 Earth Potential
zone
Rise_ESAA_CODE_ERP-1984
 Touch voltage limits for the combined
AC and DC systems, including
6.4 Published Australian Standards
workshops
by Rail Industry Safety and Standards
 Technical requirements in the mutual Board (RISSB) and Train Control Systems
interaction zone Standing Committee (TCSSC):
 Excludes radio frequencies
Plus many more standards to complete the • AS7663 – Signal Cables
picture. • AS7664 – Railway Signalling Cable
Routes, Cable Pits & Foundations
• AS7666 – TPC Interoperability
6.2 Relevant European & International
• AS7702 – Rail Equipment Type
Standards:
Approval
•
 EN 50122 part 1 – Protective provision 6.5 Australian Standards in Production
relating to electrical safety by RISSB/TCSSC:
and earthing
 EN 50122 part 2 – Provisions against • AS7660 – Communications
the effects of stray currents • AS7706 – Interfaces with points
caused by DC traction systems • AS7715 – Train Detection
 EN 50121 parts 1 to 3 – • AS7721 – Signals
Electromagnetic Compatibility (EMC) • AS7722 - EMC
 International Telecommunication
Union - Earthing and Bonding

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

6.6 Proposed Australian Standards

by RISSB/TCSSC:

• AS7707 – Automatic Train Control

• AS7708 – Earthing & Surge Protection
• AS7709 – Interlockings
• AS7710 – Relays
• AS7711 – Signal Engineering Process
• AS7712 – Telecommunications
• AS7714 – Train Describer

6.7 Relevant ASA (RailCorp) Standards:

• EP 12 10 00 10 SP - System
Substation Earthing
• Guideline on earthing & bonding of
railway stations
• T HR EL 12002 GU Electrolysis from
Stray DC Current
• EP 12 20 00 01 SP Bonding of OHW
Structures to Rail
• EP 12 10 00 13 SP 1500V Traction
System Earthing, etc

7. ELECTRICAL HAZARDS IN THE

MUTUAL INTERACTION ZONE

Treats of AC/DC Interface Area in a “Risk

Zone” are as follow:

7.1 Earthing & Bonding 7.3 DC Stray current

An E&B design process is required to mitigate
the risk of damage to people and properties.
A good E&B schemes should provide:
• A low impedance path for normal
traction current
• A low impedance path for fault current
leading to rapid tripping of circuit
breaker
• Protection to equipment (or properties)
from excessive fault current
• Protection to people from excessive
touch voltages which can lead to
electric shock
7.2 Touch Voltages
DC System: (EN 50122-1) 120V normal, 60V
(Workshop) , Fault - A curve from 870V (0.02s)
to 120V (>300s)
AC System: (EN 50122-1) 60V normal, 25V
(Workshop) , Fault - A curve from 865V (0.02s)
to 60V (>300s)
Combined System: EN 50122-3: As below:
DC stray current can lead to corrosion of:
• rail supporting structures
• pipelines
• cable sheaths
Measures can be taken:
• Installing rails inside insulated boots -
to impede the flow of DC stray current
(e.g. GCLR)
• Install DC stray current collection mats
(and return it to DC Substations, e.g.
DLR)
Beware of stray current hazards in the Risk
Zone - Refer to Figures 1a & 1b.
7.4 Signalling System
The hazard of fallen conductor or insulation
flashover can result in high fault current in
signalling system via
• Conduction - transfer of earth potential
rise to signalling earthing system
• Induction - harmonic frequencies may
affect signalling track circuits

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd
In the UK, the Network Rail ’50,000’ series of
standards / guides have been adopted as
National Technical Rules (NTRs)
• NR RT/E/EC 50018 – Methodology for
the Demonstration of Interaction with
Neighbouring Railways
• Series of Compatibility Standards with
various signalling Track Circuits
7.5 Communications System
Conductive and inductive interference on
Communication systems shall not exceed
Permissible Limits:
• 60 V under normal operation
• 430V under fault condition
7.6 EMC – Electromagnetic Compatibility
EMC includes all the above plus compatibility
with other sensitive equipment:
• Rolling stock
• Hospitals
• Engineering companies
• Schools / Universities
• Others (e.g. service stations etc)
EMC can be modelled using the following
tools:
• EMTP / ATP, PSCAD, MATLAB
SimPower, Orcad (PSpice), CDEGS
etc.
Site Testing & Measurements
• To demonstrate EMC compliance with
all types of systems and equipment
• Recorded data use to refine and
validate computer models
• Possible joint utilisation of corridor with
existing heavy rail - parallel running of
25kV AC system & 750V DC Tram
system.
• Option to establish a third platform (for
passengers interchange) at existing
25kV ac rail Helensvale station
8. CASE STUDIES
8.1 Case 1: Gold Coast Light Rail Project,
QLD, Australia (see Figures 1a & 1b) [1]
Potential Parallel Running in Phase
Extension
• Phase 1 - A$1.67 billion Project, 13km,
connecting 16 light rail stations from
Broadbeach to Gold Coast University
Hospital.
• Opened on 20 July 2014 and
commenced operating by KDR Gold
Coast Pty Ltd as 'G:link'
• Possible joint utilisation of corridor with
existing heavy rail - parallel running up
to 2km of 25kV AC system & 750V DC
Tram system.
• Option to establish a third platform (for
passengers interchange) at existing
25kV ac rail Helensvale station
8.2 Case 2: Crossrail Central Section,
London, United Kingdom (see Figures 2a &
2b)
Parallel running of Crossrail 2x25kV AC
autotransformer line and London Underground
Limited (LUL) 630V DC lines.
Issues:
• DC current from LUL system can
potentially cause Electrolysis on
Crossrail infrastructure.
• AC harmonics from Crossrail system
can potentially interfere with LUL
signalling track circuits.
Mitigations/Solutions:
• Use of autotransformers along the
Crossrail route to draw stray 50Hz and
AC harmonics back to the 2x25kV
system.
• Solutions for two earthing systems: (i)
keep 2m separation, (ii) use of
insulating barriers if less than 2m
apart, (iii) bond them together
8.3 Case 3: Port of Rotterdam New Freight
Line- Havenspoorlijn, Netherland (see
Figures 3a, 3b & 3c) [2]
AC freight line running part parallel to existing
above ground 750V DC subway line. The
proximity area is indicated in red in Figure 3b.
If no additional measures are taken, the area
where the 50Hz track circuits (which must be
modified) are installed will be a much wider,
due to 50 Hz current conducted towards the
outer regions of the subway track and leaks
away slowly to earth. A method is needed in
2 order to ‘peel off’ the currents in the DC
subway track more quickly, in order to limit the
affected area.
AusRAIL 2015
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Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd
Issues:
• 50Hz track circuits on DC line at risk of
mal-operation (WSF) from adjacent
50Hz current leaking from freight line.
• DC stray current victims, metro civil
structure and pipe lines for
petrochemical industry in the area,
making earthing the DC line directly
not an option.
Mitigations/Solutions:
• 50Hz track circuits on DC Subway
have to be modified or replaced.
• By earthing subway tracks with
capacitors at several DC Substation
locations before and after the
parallel proximity area, an
unacceptable increase in DC stray
currents is prevented outside the
proximity area with 5km.
8.4 Case 4: Parallel Running 15kV AC and
750V DC Lines, Berlin, Germany [3]
This case study concerns the parallel running
15kV AC and 750V DC railways, planning and
design approach which led to the
implementation of the EMC measures to
resolve EMC issues on the North-South-
Railway-Link (NSRL) in the centre of Berlin.
Issues:
• Parallel running of 15 kV AC and 750 V
DC railway lines very close to office
buildings, banks and shopping centres with
sensitive information technology and
computer systems.
• EMC issues needing an effective solutions.
Mitigations/Solutions:
• Novel planning and design approach
to achieve electromagnetic
compatibility (EMC) and to tackle risks
associated with power system borne
electromagnetic interference (EMI).
• Monitoring EMI over 18 months of train
operation.
• No incidence concerning EMI issues -
concluded that the originally specified
level of EMC has been achieved.
8.5 Case 5: Parallel Running 25kV AC and
1500V DC Lines, France
Issues:
• Parallel running of 25 kV AC and 1500 V
DC lines causing mutual interference.
Mitigations/Solutions:
• Adopting TVM430 signalling system
• All tunnel sections are I500V DC in Paris,
but the SNCF lines are electrified at 25kV
AC and thus needing dual voltage EMUs.
9. CONCLUSIONS/
RECOMMENDATIONS
Parallel running of AC and DC railways can
potentially cause interface issues and are not
unique to Australian cities.
Case studies undertaken in Europe have been
discussed and the solutions revealed how the
European methodologies can be adapted to
provide innovative solutions for the Australian
rail industry.
It is concluded that early planning and
developing EMC solutions through computer
modelling is essential and is key to achieving
successful solutions to the interface issues.
It is recommended that the application and
compliance of the European Standards such
as EN 50122 Parts 1-3, EN50121 parts 1-3
and the new or emerging Harmonised
Australian Railway Standards be adopted, to
ensure International Best Practice is achieved.
10. REFERENCES
[1] Russell J, Goh S, Managing mutual
electrical interaction between a proposed
light rail system adjacent to an existing
25kV heavy rail system, ARA Light Rail
Conference 5-6 March 2015,
InterContinental Hotel, 117 Macquarie
Street, Sydney NSW 2000
[2] Koopal R, Evertz, EP, 50Hz track
circuits parallel to a 25kV 50Hz railway
line, Arcadis Nederland BV, Amersfoort,
Netherland
AusRAIL 2015
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INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

[3] Kuypers K, Tschiedel H, Planning and

developing EMC along parallel running AC
and DC railways in the centre of Berlin,
Electromagnetic Compatibility and 19th
International Zurich Symposium on
Electromagnetic Compatibility, 2008.
APEMC 2008. Asia-Pacific Symposium, 19-
23 May 2008

AusRAIL 2015
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 Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd
APPENDIX 1: FIVE CASE STUDIES – ISSUES AND SOLUTIONS

Case Study 1: Gold Coast Light Rail Project, QLD, Australia

2x25kV AC Autotransformer
Heavy Rail System

750V DC Light
Rail System

Figure 1a: Parallel Running for 2km of 25kV AC and 750V DC Trains

Figure 1a: Beware of Stray Current Hazards in the Risk Zone (Case study 1)

Figure 1b: Gold Coast Light Rail Train

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

Case Study 2: Crossrail Central Section, London, UK:

Figure 2a: Crossrail Central Section

125 Hz DEV TC
Metropolitan Line
Circle Line
H & C Line
Crossrail
Paddington Bond St. TCR Farringdon Liverpool St. Whitechapel
District Line
Central Line

125 Hz DEV TC
FS2500 JTC
(Main Line / Metro Type)

Legend
Section adjacent to CRL
Section NOT adjacent to CRL
Station

Figure 2b: 2x25kV AC Crossrail line running parallel to LUL 630V DC lines

(AC & DC railways running in parallel – to bond or not to bond, that is the question?)

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd
Case Study 3: Port of Rotterdam New Freight Line- Havenspoorlijn, Netherland

Figure 3a: Proximity of AC/DC Area

Figure 3b: Parallel Running of 25kV AC Freight Line and

750V DC Subway Line

A single capacitive earthing location on both sides of t he af f ec t e d ar e a does not

provide sufficient reduction of DC stray current, therefore the capacitive earthing has to be
repeated at substations further away from the proximity area. The distance between the
chosen locations is essential because the impedance of the earth return will provide
the extra impedance needed to reduce the current in each mesh. Simulations w a s
u s e d to find the optimum configuration for the capacitive earthing.

track and 3th rail

Proximity area

Zgroun d Zgroun d Zgroun d Zgroun d Zgroun d

Figure 3c: Mesh currents around proximity area

AusRAIL 2015
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Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

Case 4: Parallel Running 15kV AC and 750V DC Railways Centre of Berlin, Germany

Figure 4: Parallel running 15kV AC and 750V DC railways

North-South-Railway-Link (NSRL) in the centre of Berlin

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

Case 5: Parallel Running of 25kV AC and 1500V DC Railways, France

Figure 5a: French Railway Networks Converging on Paris

o 25 kV AC electrified lines blue
o 1500 V DC in brown
o Non-electrified lines in Green

Figure 5b: Railway Lines around Paris (As of April 2002)

AusRAIL 2015
24 – 26 November, Melbourne
Dr Stephen Goh, Jeff Russell
INTERACTION BETWEEN DC LIGHT RAIL AND 25KV AC HEAVY RAIL
Aurecon Australasia Pty Ltd

AusRAIL 2015
24 – 26 November, Melbourne