HArmonics Notingham

Title: Nottingham NET2 Harmonic
Assessment
Client: Alstom Transport Systems
Report No: 8553-01-R0
Date: 05 June 2013

Nottingham NET2 Harmonic Assessment 05 June 2013
Report No 8553-01-R0 Page 2 of 27
DOCUMENT HISTORY AND STATUS
CONFIDENTIALITY (Confidential or not confidential): Confidential
Project No.: 8553
Project Name: Nottingham Express Transit Phase 2 (NET2) - Harmonic Assessment
Author: Mustafa Kayikci [mustafa.kayikci@tnei.co.uk]
Issued by: TNEI Services Ltd
Reviewed Approved Date

Revision Date issued Revision Type
by by Approved
R0 05/06/2013 S.Dixon W.Wilson 05/06/2013 Initial Issue
Quality Assurance
TNEI is registered with BS Quality Assurance Limited (Registration Number FS 27760) as compliant with BS EN ISO
9001. All work conducted by TNEI, its subsidiary companies and its subcontractors is carried out in accordance with
in-house procedures and documentation.
Disclaimer
THE CONTENTS OF THIS DOCUMENT ARE FOR THE CONFIDENTIAL USE OF ONLY THOSE PERSONS TO WHOM IT IS
INTENDED, AND MAY NOT BE REPRODUCED OR CIRCULATED IN WHOLE OR IN PART.
TNEI Services Ltd

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Tel : 0141 228 4755
8553_NET2_Harmonic_Assessment.docx
CONTENTS
1 INTRODUCTION ....................................................................................... 4
2 NETWORK MODEL .................................................................................... 5
2.1 NOTTINGHAM EXPRESS TRANSIT (NET) PROJECT .................................................... 5
2.2 WPD NETWORK MODEL ............................................................................. 7
2.2.1 Background Harmonics .................................................................... 8
2.3 TRACTION SYSTEM MODEL ........................................................................... 8
2.3.1 Depot Supply .............................................................................. 10
3 STUDY SCENARIOS AND METHODOLOGY .......................................................11
3.1 G5/4 HARMONIC COMPLIANCE ..................................................................... 11
3.2 STUDY SCENARIOS .................................................................................. 11
3.2.1 Methodology ............................................................................... 12
4 HARMONIC VOLTAGE ASSESSMENT RESULTS ..................................................13
4.1 TRACTION SUBSTATIONS ............................................................................ 13
4.2 WPD PRIMARY SUBSTATIONS ....................................................................... 13
4.3 DEPOT (OFF-PEAK) ASSESSMENT ................................................................... 17
5 CONCLUSIONS ........................................................................................18
6 APPENDIX A – MODEL DATA .......................................................................19
7 APPENDIX B – SIMULATION RESULTS FOR 11KV TSS .........................................22
8 APPENDIX B – SIMULATION RESULTS FOR 11KV WPD PRIMARIES ..........................25
1 Introduction
Alstom Transport Systems have commissioned TNEI Services Ltd, to carry out
harmonic analysis of the impact of the Nottingham Express Transit Phase 2 (NET2)
tram project on the WPD distribution network.
Harmonic compliance studies were carried out for each point of common coupling,
PCC, (i.e. traction and primary substations) on the WPD 11kV network, based on a
simplified Engineering Recommendation G5/4 Stage 3 methodology.
This document reports the harmonic analysis that has been carried out in FAPS,
using the WPD network model and rolling stock snapshots and track data (ELBAS
input files) provided by Alstom Transport Systems.
2 Network Model
2.1 Nottingham Express Transit (NET) Project
Nottingham Express Transit (NET) project consists of two phases, as shown in
Figure 2.1 and Figure 2.2. “Line B” and “Line-C” represent the second phase of
NET and the G5/4 harmonic compliance of WPD 11kV traction substation (TSS)
infeeds located along those tracks is assessed in this report. The existing NET1
tracks and substations were also included in the model.
Figure 2.1 - Single-line diagram of the NET1 and NET2 track kilometre-points (KP)
Name From Station To Station From To KP

KP (km) (km)
Phase 1 L1-1 Hucknall Nottingham 0.000 12.420
(Existing)
L1-2 Phoenix Park Highbury Vale 4.600 5.879
(Junction 1)
Phase 2 L-B Toton Lane Nottingham 1.000 10.977
L-C Clifton P&R L-B Junction 2 20.167 27.500
Figure 2.2 - Single-line diagram of the NET tracks with WPD substation locations
2.2 WPD Network Model

The WPD distribution network is modelled as a generator with equivalent fault
level impedance (representing the 33/11kV primary substation) and the 11kV
circuit impedance from the primary substation to the TSS is modelled explicitly,
including skin effect.
The TSS infeeds and fault level data provided by WPD are summarised in Table
2-1. The lowest fault levels for NET2 project are at the Clifton P&R and Wilford
Junction TSS.
Harmonic compliance will be assessed both at the TSS as well as the 11kV-side of
the WPD primary substations, in case multiple TSS are fed from common primary
(e.g. Nottingham North and Clifton).
It is assumed that the background harmonic impedance will not be modified

significantly by the connection of the traction network infrastructure, as it
consists of DC-rectifiers and circuits with negligible capacitance.
Table 2-1 – Fault level and circuit impedance data for 11kV traction substations
FL Eqv. Impedance Equivalent
Circuit Impedance
at Primary Fault Level
(pu on 100MVA)
(pu on 100MVA) at TSS
WPD
Traction Fault Level
Phase Primary X1 R1 X1 R1
Supply (MVA)
Substation
University
NET2 Beeston 0.593 0.037 0.126 0.249 129.3
Boulevard
NET1 Butlers Hill 0.3437 0.517 95.0
Bullwell 0.553 0.035
NET1 Moorbridge 0.1797 0.27 126.0
NET2 Chilwell Cator Lane 0.502 0.058 0.0849 0.166 159.2
NET2 Clifton Centre 0.0185 0.026 164.4
Clifton 0.586 0.041
NET2 Clifton P & R 0.2277 0.494 102.7
North
NET2 Lenton Lane 0.435 0.018 0.0737 0.105 191.2
Wilford
NET2 Basford 0.0662 0.165 214.9
Wilkinson
NET2 0.108 0.158 199.4
Nottingham Depot (F04)
0.362 0.018
North Wilkinson
NET2 0.1052 0.168 199.0
Depot (F13)
NET1 Highbury Vale 0.1479 0.254 173.2
NET1 Sneinton Middle Hill 0.467 0.042 0.1135 0.08 168.7
NET2 Toton Inham Road 0.431 0.031 0.1407 0.281 153.5
West Wilford
NET2 0.554 0.028 0.3033 0.485 100.1
Bridgford Junction
Wollaton
NET1 The Forest 0.435 0.025 0.3424 0.593 100.7
Road
2.2.1 Background Harmonics
WPD has provided the background harmonic measurements at the 11kV-side of the
relevant primary substations, as shown in Figure 2.3. NET traction system uses 12-
pulse converters hence the most critical harmonics for this project are the 12n±1
(i.e. 11, 13, 23, 25, etc..), which are well below the G5/4 planning limits as
shown in Figure 2.3.
Based on the G5/4 Stage 3 methodology, the incremental harmonics generated by

the traction system will be added onto the measured background harmonics.
4.50
Beeston
4.00
Chilwell
Harmonic voltage (% of fund.)
3.50 Clifton
North Wilford
3.00
Nottingham North
2.50 Toton
2.00 West Bridgford

G5/4 Limits
1.50
1.00
0.50
0.00
THD 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49
Figure 2.3 – Background harmonic measurements at WPD Primary substations for NET2
(11kV, 95 percentile, 10 minute average)
2.3 Traction System Model

The NET traction network is 750V DC and is fed via multiple traction substations
within the WPD 11kV network. A typical substation single-line diagram is shown in
Figure 2.4. Each traction substation contains a 12-pulse converter fed via a
1000kVA transformer (1250kVA for the new Depot substation). Traction
substations (TSS) also feed auxiliary loads separately via a 200kVA transformer. All
relevant model data is shown in Appendix A.
A model of the complete NET tracks and supply arrangements were provided by
Alstom Transport Systems in ELBAS format, which was then converted within FAPS
as shown in Figure 2.5. The location and power of each train was also provided by
Alstom in the form of 1-second resolution snapshots for the peak two-hour window
(i.e. total of 7650 snaphsots).
The feeders are inter-connected (i.e. all load-break switches closed) and
continuous at all the junctions. The harmonics at the existing NET1 traction
substations on Line 1-1 and Line 1-2 are not assessed in this report. However the
effective impedance at these existing substations has an impact on the harmonic
flows of the nearby substations, as the track DC-feeder is interconnected across
all tracks. Therefore both NET1 and NET2 traction networks and all 11kV WPD
infeeds are modelled explicitly.
Fault level equivalent
PCC
Dedicated 11kV circuit
PCC
12-pulse
converter
Links to tracks
Figure 2.4 – FAPS diagram of typical traction substations fed from the same WPD primary
Figure 2.5 – NET traction network modelled in FAPS based on ELBAS data (TSS and
junction connections are not shown)
2.3.1 Depot Supply
Two Depot operating scenarios are considered;
1) When all trams are out on the tracks (no load in the depot stabling area) –
worst-case peak-hours are simulated using FAPS.
2) When trams are back in the depot during the night consuming auxiliary
load, ~45kW for both Incentro and Citadis tram types.
There are two separate Depot substations/infeeds, as shown in Figure 2.6;
 Existing Depot TSS rectifiers connected via 814kVA transformer, serving 15

Incentro trams, i.e. worst-case load of 675kW load. The second rectifier
supplies the trams on the tracks.
 New Depot TSS rectifiers connected via 1250kVA transformer, serving 22

Citadis trams, i.e. worst-case load of 990kW. There is a redundant
rectifier which is kept on stand-by and not used for supplying any load.
Figure 2.6 – Simplified SLD of the Depot supply
3 Study Scenarios and Methodology

3.1 G5/4 Harmonic Compliance
G5/4 Stage 2 recommends a desktop calculation based on harmonic current
emission limits for connections to 11kV network. G5/4 Stage 3 is a more
complicated assessment when the surrounding network is modelled in detail to
represent the harmonic impedance more accurately and the background
harmonics are modelled explicitly as well as a more accurate representation of
user harmonic injections.
In this particular case a Stage 2 assessment is deemed to be too basic and

pessimistic however a Stage 3 study would be too cumbersome and excessive
analysis. For this reason a simplified Stage 3 assessment was adopted where the
distribution network is represented as a fault level equivalent with the actual X/R
ratio and the traction system is represented in detail together with the 12-pulse
rectifier, DC track model and train snapshots. The calculated ‘incremental’
traction harmonic voltages are then added onto the existing background
harmonics for each time snapshot at each traction substation (TSS) based on Stage
3 methodology and assessed against G5/4 planning limits.
The harmonic voltage assessment across the peak two-hour train snapshots was
carried out by using the traction network simulation tool, FAPS.
3.2 Study Scenarios

Input data for the traction system was provided by Alstom Transport Systems in
the form of ELBAS traction simulation results for the rolling stock for a peak two-
hour window. FAPS analysis takes the train power demand directly from the ELBAS
simulations. No harmonic source has been modelled on the DC side of the
network; the harmonic currents from the DC network have been calculated based
on the DC loads and the TSS converter models.
Based on the information provided by Alstom two study scenarios have been
identified as follows:
 The first scenario considers all rolling stock on the tracks for the worst
case two-hour peak window (i.e. assessed by each individual snaphsots)
and the depot stabling area load is negligible.
 The second scenario studies specifically the Depot stabling area, when
there is no rolling stock on the tracks and all trams are consuming
auxiliary load (45kW) at the Depot during the night.
3.2.1 Study Methodology
The ELBAS traction network model files included the following information for
each train at each time snapshot:
 Train position,
 Train power consumption/re-generation.
The traction substation LV auxiliary loads are modelled explicitly as permanent

loads across all snapshots, together with typical harmonic injection profile as
shown in Appendix A.
At every snapshot the following calculations were performed:
 Based on each train’s position and track number FAPS calculates the
sharing of power amongst the traction/depot substations.
 The harmonics injections from each substation were calculated based on

DC load supplied by the particular substation and the model of the 12-
pulse converter. When the net load at a TSS converter is less than 8% of
the converter rated current (due to regeneration or coasting), then the
converter is ‘blocked’ and the power is transferred to the adjacent TSS.
 The harmonic current injection from the TSS converters and auxiliary
loads were calculated, and added onto the existing background harmonic
voltages at the PCC and compared against the G5/4 planning limits.
 Harmonic compliance is assessed both at the TSS as well as the 11kV-side

of WPD primary substations, in case multiple TSS are fed from a common
primary, which are Nottingham North and Clifton primary substations.
In order to obtain a sufficiently adequate sample across the two-hour window (i.e.
7650 snapshots with 1-sec resolution), the harmonic penetration studies were
carried out for every 5th scenario (i.e. every 5 sec, total of 1530 snaphsots) from
the provided batch file.
The results of the studies were compared against the 11kV planning limits of the
Engineering Recommendation G5/4-1. For presenting the results in graphical
format, the following methodology was followed:
 The individual harmonic voltage values were monitored up to the 50th

harmonic order.
 The THD and harmonic voltage values have been presented for each 11kV
TSS and WPD primary substation.
 The THD and individual harmonic voltage values have been presented in
graphical format with the highest values observed representing the “worst
case” snapshot scenario.
 The instantaneous, 1-min and 10-min rolling average of the 11 th harmonic

voltage is also presented for each TSS and WPD primary.
4 Harmonic Voltage Assessment Results

4.1 Traction Substations
The worst-case incremental harmonic voltages from NET2 traction network at the
traction substations is shown in Figure 4.1. The most significant harmonic
contribution is from the characteristic harmonics (12n±1, highest at 11th order)
and there is trace amount of non-characteristic harmonics (mainly, 6n+1) due to
converter interaction. There is negligible amount of 5th harmonic contribution
from TSS LV auxiliary load.
The highest instantaneous incremental distortion, 0.75% at the 11 th order, is

observed at the Clifton P&R TSS as a result of multiple TSS infeeds at the Clifton
primary and low fault level at the Clifton P&R TSS.
The resultant total harmonic voltage profile at the TSS, including the background
harmonics, is shown in Figure 4.2 and all harmonics are within the G5/4 planning
limits, even for the worst-case single snapshot.
Instantaneous load at the traction substation can be as high as 1.6MW.
4.2 WPD Primary Substations

The worst-case incremental and overall total harmonic voltage profile at 11kV at
the WPD Primary substations is shown in Figure 4.1. The highest distortion occurs
at the Clifton and Nottingham North primary substations as a result of multiple
TSS infeeds, as identified previously in Table 2-1. All harmonics are within the
G5/4 planning limits at the WPD primary substations, even for the worst-case
single snapshot.
The variation of the highest incremental harmonic voltage (11 th order) with time
and the incremental rolling 1-min and 10-min averages are shown in Figure 4.5 for
Clifton P&R TSS, Figure 4.6 for WPD primary Clifton, Figure 4.7 for WPD primary
Nottingham North. The 10-min average harmonic distortion is 3-4 times lower
than the worst-case instantaneous snapshot value.
The total instantaneous and average 11th order harmonic voltage magnitude plots
are shown in Appendix B for each TSS and Appendix C for each WPD primary
substation.
3.00%
Basford
CatorLane
2.50% CliftonCentre
Harmonic Voltage (% of fund.)
CliftonP&R
2.00% Depot
InhamRoad
LentonLane
1.50% UniBlvd
WilfordJunct
1.00% G5/4 Limits
0.50%
0.00%
5 7 11 13 17 19 23 25 35 37 47 49
Harmonic Order
Figure 4.1 – Incremental harmonic voltage contribution of NET at 11kV traction

substations (worst-case snapshot)
4.00%
Basford
3.50% CatorLane
CliftonCentre
3.00% CliftonP&R
Depot
2.50%
InhamRoad
2.00% LentonLane
UniBlvd
1.50% WilfordJunct
G5/4 Limits
1.00%
0.50%
0.00%
THD 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49
Harmonic Order
Figure 4.2 - Total harmonic voltages (background + incremental) at 11kV traction

substations (worst-case snapshot)
3.00%
Beeston
Chilwell
2.50%
Clifton
North Wilford
2.00%
Nottingham North
1.50%
Toton
West Bridgford
1.00% G5/4 Limits
0.50%
0.00%
5 7 11 13 17 19 23 25 35 37 47 49
Harmonic Order
Figure 4.3 - Incremental harmonic voltage contribution of NET at 11kV-side of WPD

Primary substations (worst-case snapshot)
4.50%
Beeston
4.00% Chilwell
3.50% Clifton
North Wilford
3.00%
Nottingham North
2.50% Toton
2.00% West Bridgford
G5/4 Limits
1.50%
1.00%
0.50%
0.00%
THD 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49
Harmonic Order
Figure 4.4 - Total harmonic voltages (background + incremental) at 11kV-side of WPD
Primary substations (worst-case snapshot)
0.80%
11th harm - Instantaneous (5-sec resolution) 11th harm - 1-min avg 11th harm - 10 min avg
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Snapshot number (5-sec resolution)
Figure 4.5 – Clifton P&R TSS incremental 11th harmonic voltage
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
th
Figure 4.6 –WPD Clifton Primary incremental 11 harmonic voltage
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
th
Figure 4.7 – WPD Nottingham North Primary incremental 11 harmonic voltage
4.3 Depot (Off-peak) Assessment

The incremental harmonic voltage contribution when all trains are at the depot
stabling area during the night is shown in Figure 4.8.
The harmonic contribution of the rolling stock at the Depot TSS and at Nottingham
North Primary is less than case when the trains are on the tracks during the peak
two-hour window (Figure 4.8 vs. Figure 4.1). Considering that the total harmonics
are within the G5/4 planning limits during the peak operating scenario, the off-
peak depot scenario is also within the limits.
3.00%
Existing Depot TSS (F04)
2.50%
New Depot TSS (F13)

2.00%
WPDpri_NottinghamNorth
1.50%
G5/4 Limits
1.00%
0.50%
0.00%
5 7 11 13 23 25 35 37 47 49
Harmonic Order
Figure 4.8 - Incremental harmonic voltage contribution when all trains are at the Depot
Stabling area during the night
5 Conclusions
Harmonic assessment of the Nottingham NET2 traction network was carried out in
order to demonstrate compliance with ER G5/4-1.
A detailed model of the traction network was modelled together with a fault level
equivalent of the 11kV WPD network for each traction substation. Incremental
harmonic contributions from overall NET were calculated based on 1530
snapshots, with a 5 sec resolution, across the peak two-hour window.
The following are concluded based on the simulation results;
 The harmonic distortion when all trains are at the depot stabling area
during the night is less than scenario when the trains are on the tracks
during the peak two-hour window.
 Amongst the traction substations, the highest instantaneous incremental

distortion, 0.75% at the 11th order, is observed at the Clifton P&R TSS as a
result of multiple TSS infeeds at the Clifton primary and low fault level at
the Clifton P&R TSS.
 Amongst the WPD primary substations, the highest distortion is observed

at the Clifton (0.65% at the 11th order) and Nottingham North (0.60% at
the 11th order) as a result of multiple TSS infeeds
 All resultant total harmonics are well within the G5/4-1 planning limits at
each TSS and WPD primary substations, even for the worst-case single
snapshot.
Recommendation
Based on the simplified Stage 3 assessment and simulated snapshots, the

Nottingham NET2 traction network is fully compliant with ER G5/4-1 and no
harmonic filter compensation is required.
6 Appendix A – Model Data

Table 6-1 – Traction substation 12-pulse Rectifier data on phase NET2
TSS on line New Depot

Unit Particular
Rated Power kVA 1000 / 500 – 500 1250 / 625 – 625
Primary Voltage VAC 11000 (D)
Secondary Voltage VAC 2 x 585 (d0 and y11)
Vector group Dd0y11
Transformer impedance % ≈8.0 (assumed X/R = 10)
FAPS model example of 12-pulse rectifier model, NET2
Table 6-2 – Existing traction substation 12-pulse Rectifier data on NET1
TSS on line Existing Depot

Unit Particular
Rated Power kVA 834 / 417 – 417
Primary Voltage VAC 11000 (D)
Secondary Voltage VAC 2 x 611 (d0 and y11)
Vector group Dd0y11
Transformer impedance % ≈6.5 (assumed X/R = 10)
FAPS model example of 12-pulse rectifier model, NET1
Traction substation auxiliary transformer and load data
200kVA auxiliary transformer, 4% impedance, assumed X/R = 1.7 based on similar projects.
Table 6-3 – Auxiliary LV loads at each TSS and assumed harmonic injection profile
Total Aux LV Harmonic
Load (kVA) Harmonic current Angle
Toton Lane TSS 108.2 Order (% of fund) (deg)
Cator Lane TSS 105.5 3 5.76% 76
University Blvd TSS 93.8 5 3.21% 10
Lenton Lane TSS 87.8 7 0.63% 37
Middle Hill TSS 30.4 9 0.42% 31
Clifton P&R TSS 93.4 11 0.27% 36
Clifton Centre TSS 63.6 13 0.18% 47
Wilford Lane TSS 128.4 15 0.15% 20
7 Appendix B – Simulation Results for 11kV TSS

0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.1 – Basford TSS total (NET + BG) 11th harmonic voltage
0.50%
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.2 – Cator Lane TSS total (NET + BG) 11th harmonic voltage
0.80%
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.3 – Clifton Centre TSS total (NET + BG) 11th harmonic voltage
0.90%
0.80%
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.4 – Clifton P&R TSS total (NET + BG) 11th harmonic voltage
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.5 – Existing Depot TSS total (NET + BG) 11th harmonic voltage
0.50%
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.6 – Inham Road TSS total (NET + BG) 11th harmonic voltage
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.7 – Lenton Lane P&R TSS total (NET + BG) 11th harmonic voltage
0.50%
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.8 – University Boulevard TSS total (NET + BG) 11th harmonic voltage
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 7.9 – Wilford Junction TSS total (NET + BG) 11th harmonic voltage
8 Appendix B – Simulation Results for 11kV WPD Primaries

0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.1 – Beeston Primary total (NET + BG) 11th harmonic voltage
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.2 – Chilwell Primary total (NET + BG) 11th harmonic voltage
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.3 – Clifton Primary total (NET + BG) 11 th harmonic voltage
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.4 – North Wilford Primary total (NET + BG) 11th harmonic voltage
0.70%
0.60%
0.50%
0.40%
0.30%
0.20%
0.10%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.5 – Nottingham North Primary total (NET + BG) 11th harmonic voltage
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.6 – Toton Primary total (NET + BG) 11th harmonic voltage
0.45%
0.40%
0.35%
0.30%
0.25%
0.20%
0.15%
0.10%
0.05%
0.00%
0 200 400 600 800 1000 1200 1400
Figure 8.7 – West Bridgford Primary total (NET + BG) 11th harmonic voltage

HArmonics Notingham

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Title: Nottingham NET2 Harmonic

Client: Alstom Transport Systems

Report No: 8553-01-R0

Date: 05 June 2013

DOCUMENT HISTORY AND STATUS

CONFIDENTIALITY (Confidential or not confidential): Confidential

Project No.: 8553

Project Name: Nottingham Express Transit Phase 2 (NET2) - Harmonic Assessment

Author: Mustafa Kayikci [mustafa.kayikci@tnei.co.uk]

Issued by: TNEI Services Ltd

Reviewed Approved Date

R0 05/06/2013 S.Dixon W.Wilson 05/06/2013 Initial Issue

TNEI Services Ltd

Name From Station To Station From To KP

Phase 1 L1-1 Hucknall Nottingham 0.000 12.420

Phase 2 L-B Toton Lane Nottingham 1.000 10.977

L-C Clifton P&R L-B Junction 2 20.167 27.500

2.2 WPD Network Model

It is assumed that the background harmonic impedance will not be modified

2.2.1 Background Harmonics

Based on the G5/4 Stage 3 methodology, the incremental harmonics generated by

2.00 West Bridgford

2.3 Traction System Model

Fault level equivalent

Dedicated 11kV circuit

2.3.1 Depot Supply

Two Depot operating scenarios are considered;

There are two separate Depot substations/infeeds, as shown in Figure 2.6;

 Existing Depot TSS rectifiers connected via 814kVA transformer, serving 15

 New Depot TSS rectifiers connected via 1250kVA transformer, serving 22

Figure 2.6 – Simplified SLD of the Depot supply

3 Study Scenarios and Methodology

In this particular case a Stage 2 assessment is deemed to be too basic and

3.2 Study Scenarios

3.2.1 Study Methodology

The traction substation LV auxiliary loads are modelled explicitly as permanent

At every snapshot the following calculations were performed:

 The harmonics injections from each substation were calculated based on

 Harmonic compliance is assessed both at the TSS as well as the 11kV-side

 The individual harmonic voltage values were monitored up to the 50th

 The instantaneous, 1-min and 10-min rolling average of the 11 th harmonic

4 Harmonic Voltage Assessment Results

The highest instantaneous incremental distortion, 0.75% at the 11 th order, is

Instantaneous load at the traction substation can be as high as 1.6MW.

4.2 WPD Primary Substations

Figure 4.1 – Incremental harmonic voltage contribution of NET at 11kV traction

Figure 4.2 - Total harmonic voltages (background + incremental) at 11kV traction

Figure 4.3 - Incremental harmonic voltage contribution of NET at 11kV-side of WPD

4.3 Depot (Off-peak) Assessment

New Depot TSS (F13)

The following are concluded based on the simulation results;

 Amongst the traction substations, the highest instantaneous incremental

 Amongst the WPD primary substations, the highest distortion is observed

Based on the simplified Stage 3 assessment and simulated snapshots, the

6 Appendix A – Model Data

TSS on line New Depot

FAPS model example of 12-pulse rectifier model, NET2

Table 6-2 – Existing traction substation 12-pulse Rectifier data on NET1

TSS on line Existing Depot

FAPS model example of 12-pulse rectifier model, NET1

Traction substation auxiliary transformer and load data

7 Appendix B – Simulation Results for 11kV TSS