Electrification Performance Specification EPS Traction Power Supply System Final Version 7

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Metrolinx Electrification Project

Metrolinx Contract No. RQQ-2011-PP-032 Metrolinx Project No. 109503

Electrification Performance Specification

EPS-01000 Traction Power Supply System

Final Version 7

Document Reference No. 1143 October 28, 2014

Submitted to:

Metrolinx

Submitted by:

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Revision History

Date Version Purpose

March 23, 2012 0X First issue as stand-alone document.

June 15, 2012 02 Update based on Metrolinx Submittal Review Oct 3, 2012 03 Update based on Metrolinx Submittal Review Nov 13, 2012 04 Update based on Metrolinx Submittal Review Dec 16, 2013 05 Update based on Metrolinx Submittal Review April 4, 2014 06 Update based on Metrolinx Submittal Review October 28, 2014 07 Update to restore changes based on technical

feedback

Parsons Brinckerhoff Halsall Inc. 2300 Yonge Street, 20th Floor Toronto, Ontario M4P 1E4 Canada

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19.1 Operational Requirements ... 64 19.2 Maintenance Requirements ... 66 20. Performance Requirements ... 67 20.1 System Voltage ... 67 20.2 System Frequency ... 69 20.3 Regenerative Braking... 69 21. Interface Requirements ... 70 21.1 Utilities ... 70 21.2 HV Power Utility ... 70 21.3 Communications ... 70 21.4 Signalling System ... 70 21.5 Rolling Stock ... 71

21.6 Civil and Architectural Works ... 71

22. Reliability, Availability, and Maintainability Requirements ... 73

23. Safety Requirements ... 74

23.1 Safety Design ... 74

23.2 Equipment / Enclosure Safety Signage ... 75

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Appendix B: Brief Technical Specifications of Major Equipment ... 83

Appendix C: Standards ... 94

Appendix D: Definitions ... 104

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LIST OF TABLES

Table 1: Project Reference Documents ... 10

Table 2: Major Electrical Data ... 29

Table 3: Rated Impulse Voltage and the Short-Duration Power-Frequency (ac) Test Level Voltage ... 44

Table 4: Routine and Design Tests of Traction Power Transformers ... 52

Table 5: Routine and Design Tests of Autotransformers ... 54

Table 6: Train-Operation Plan for the Reference Case (2020-21) ... 65

LIST OF FIGURES

Figure 1: 2x25 kV Typical Section of Autotransformer Feed Configuration ... 77

Figure 2: Typical Layout of Traction Power Substation ... 78

Figure 3: Typical Layout of Switching Station... 79

Figure 4: Typical Layout of Paralleling Station ... 80

Figure 5: Typical 230 kV Receiving Gantry... 81

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1. PURPOSE

Metrolinx intends to implement traction power electrification within Lakeshore and Kitchener corridors of GO Transit routes serving metropolitan Toronto. Studies have determined that this shall consist of a 2x25 kV ac system with a 1x25 kV spur delivering power to trains by means of an overhead contact system (OCS), and collected by roof-mounted pantograph current collectors on each train’s locomotive or electric multiple unit (EMU) rail vehicles.

The electrification performance specifications, 13 in all, have the purpose of establishing the basis for electrification design such that an efficient, safe, and cost-effective

installation shall result.

The purpose of EPS-01000 Traction Power Supply System is to provide a broad specification describing the traction power supply system and associated site works for Metrolinx Electrification including its performance, operational, safety, reliability, availability, and maintainability (RAM), and interface requirements.

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2. SCOPE

This Electrification Performance Specification (EPS) shall develop the specifications for the 2x25 kV ac autotransformer feed type Traction Power Supply System (TPSS)

including:

1. Its configuration and major components; 2. System architecture;

3. Operational, performance, safety, RAM, and environmental requirements; 4. Interfaces and coordination with the high-voltage network of Hydro One,

and with associated different Metrolinx subsystems such as rolling stock, Overhead Contact System (OCS), train control system, communications, operations and maintenance requirements, track work, and civil

infrastructure;

5. Site requirements; and

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3. REFERENCE DOCUMENTS

Metrolinx documents that contribute directly to the subject of Traction Power Supply System (TPSS) requirements are listed in Table 1: Project Reference Documents. Established standards for electrified railways and related topics relevant to the TPSS are listed in Appendix C: Standards, at the end of this document. Other materials supporting the understanding of this document are provided in Appendix D: Definitions and

Appendix E: Abbreviations and Acronyms.

Table 1: Project Reference Documents

Document Title Issuer Date of Issue

Request to Qualify and Quote for Engineering Services Mx October 4, 2011 GO Electrification Study – Final Report including Appendices Delcan Arup

JV/Mx Dec 2010

Hydro One Connection Agreement Hydro One Not available

yet

System Configuration Options Draft1 PB Jan 5, 2012

Traction Power Load Flow Analysis Report for Kitchener (including

the UP Express) and Lakeshore West and East lines LTK Jan 4, 2013 EPS-02000 Traction Power Distribution System V5 PB Dec 10, 2013

EPS-03000 Grounding and Bonding V5 PB Dec 16, 2013

EPS-08000 Rail System Requirement SCADA System V5 PB Dec 10, 2013 GO Transit Design Requirements Manual (Latest Version) GO Transit

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4. RESPONSIBILITIES

The traction power supply system is under the responsibility of the Traction Power Manager. Also, it is the responsibility of all users of this document:

 To develop detailed specifications and designs based upon the principles outlined in this document.

 To support all design work by calculations that shall be made available to Metrolinx Electrification department upon request.

 To inform Metrolinx Electrification Department in the event of any conflict between the contents of this document and any other document produced for the project.

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5. GENERAL REQUIREMENTS

5.1 General

The traction power supply system design shall conform to all applicable standards and codes (refer to Appendix B) and shall meet operational, performance, interface, RAM, safety, and environmental requirements (refer to clauses 19 to 24 of this EPS-01000). Some additional requirements are presented in the following clauses.

5.2 Product Selection

All prescribed equipment, materials, cables, and appurtenances shall be either certified by recognized certification organizations accredited by Standards Council of Canada, or compliant with relevant Canadian Standards Association (CSA) Standards, Ontario Electrical Safety Code (OESC), Electrical Equipment Manufacturers’ Association of Canada (EEMAC) Standards, Canadian Electrical Manufacturers’ Association (CEMA) Standards, American National Standards Institute (ANSI), Institute of Electrical and Electronic Engineers (IEEE), European Standards (EN), or local standards.

All prescribed equipment, materials, cables and appurtenances shall not only be designed and constructed to operate within the intended application and operating environment, but also have a proven track record of successful operation.

All equipment, materials, cables and appurtenances shall be produced by manufacturers that are regularly engaged in the production of such products (i.e., at least five

consecutive years).

All prescribed equipment, materials, cables, and appurtenances shall adhere to the applicable recommended practices of the CEMA, EEMAC, American Railway Engineering and Maintenance-of-Way Association (AREMA) where applicable.

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5.3 Uniformity

Equipment enclosures, assemblies, sub-assemblies, and/or components that have the same operational, functional and/or performance characteristics shall be designed so that all components are positioned in the same location. Internal wiring shall also be routed between components in a like manner.

Where identical installations exist, unless site conditions prevent it the following requirements shall be adhered to:

1. For equipment used for identical applications uniformity of design and installation shall be maintained for ease of maintenance

2. Equipment enclosures shall be mounted and installed in a like manner. 3. Penetrations for conduit, grounding, and access panels shall be located in

the same place.

4. The location of equipment relative to adjacent equipment shall not differ. 5. The routing of conduit, cable tray, and cables between equipment

enclosures shall not differ.

6. Termination hardware shall be located in like manner. 7. Cables and wire terminations shall be located in like manner. 8. Gantries shall be located in like manner

5.4 Accessibility and Equipment Arrangement

Working clearances on all sides of equipment shall be provided per the equipment manufacturer’s recommendations, power utility requirements, OESC, CEC, NESC,

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compartment shall be fully gasketed and weatherproof. Switchgear shall be arc-flash resistant and the enclosures shall be tamperproof. The enclosures shall have appropriate space to accommodate the electrical equipment, raceways/cable trays, cabling

penetrations fireproof and rodent proof, and ancillary components and also to meet legislative requirements and best maintenance practice. There shall also be adequate space and doors for personnel and the easy removal and replacement of any equipment item.

All switchgear enclosures shall have front and rear access doors, and/or removable panels.

5.5 Aesthetic Treatment

TPF and their sites shall be designed to minimize the adverse visual impact on the areas in which they are located, and to comply with the appropriate federal/state/local

architectural and environmental guidelines.

5.6 Spares

All control, signal, and communication installations shall include spare conductors and/or fibre strands to provide for service level maintenance/repairs requirements. The minimum spares shall be ten percent.

All panel-boards and termination cabinets shall include at least fifty percent spare capacity for future growth.

All ductbank systems shall include at least one spare conduit or fifty percent spare conduits, whichever is greater. All spares shall be capped with a pull line / rope secured inside.

Cable tray system shall be sized to include twenty percent spare capacity.

The minimum level of spares for all major equipment and general consumables shall be prescribed in consultation with Metrolinx.

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5.7 Other Requirements

The design of the TPSS and associated site works shall be coordinated with:

1. The requirements of the power supply utility company or companies that provide electrical power to the system. Refer to Clause 9 for details. 2. The requirements of the provincial and local jurisdictions in which the

traction power facilities (TPF) are located.

3. The technical and operational parameters and requirements of the Metrolinx Electrification system (e.g., track work, overhead contact system, rolling stock, operations, maintenance, train control system, communications system, electromagnetic compatibility, etc.).

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6. GENERAL PRESENTATION OF THE TRACTION

POWER SUPPLY SYSTEM

The traction power supply system (TPSS) shall have a 2x25 kV autotransformer feed type configuration.

The TPSS configuration shall utilize:

1. Traction power substations (TPS) with main (power) transformers, 2. Switching stations (SWS) with autotransformers, and

3. Paralleling stations (PS) with autotransformers.

The TPS, SWS, and PS all provide 25 kV nominal voltage with respect to remote ground, both to the catenary and to the along-track negative feeders (NF). These voltages are 180 degrees out-of-phase with each other and therefore the catenary is at 50 kV with respect to the NF. Accordingly, although the rolling stock “sees” the system voltage as 25 kV, the system functions as a 50 kV ac system with the advantage of longer spacing of substations.

Traction power shall be supplied to the trains from wayside traction power facilities (TPF) through the catenary, which distributes power to the train pantographs. The pantographs, mounted on the roof of the rolling stock, collect the traction power from the catenary through mechanical contact by running (sliding) under the contact wire. The electrical circuit is completed back to the source TPS via multiple return paths, including running rails, static wires, ground, and the NF.

The running rails are insulated from ground because of track circuit requirements. Impedance bonds are provided at insulated rail joints to facilitate passage of traction return current. The running rails are connected to ground and aerial ground wires at TPF locations and at appropriate intermediate locations through impedance/drain bonds for permitting flow of traction return current to the TPF and also for maintaining rail potential within safe limits. Refer to EPS 03000 – Grounding and Bonding for further details of traction return and grounding system.

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There shall be one NF per main track, attached to the catenary structures with brackets and insulators. There shall be only two NF for sections having more than two main line tracks.

The catenary shall consist of a messenger wire and a contact wire. The contact wire shall be suspended from the messenger wire by the means of hangers, and tied electrically to the messenger wire by means of jumper wires. Refer to Section EPS-02000: Traction Power Distribution System for further details of the OCS.

Autotransformers shall be provided periodically along the line, at PS and SWS locations to interconnect catenary, NF, and rails. The autotransformer turns ratio shall be 2:1 of primary (catenary-to-NF) to secondary (catenary-to-rails) windings, in order to step down the 50 kV distribution voltage between catenary and NF to 25 kV nominal between catenary and rails.

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7. TRACTION POWER FACILITY LOCATION

TPS locations have been determined for the Kitchener, Lakeshore, and UP Express corridors of the Metrolinx rail network. Due consideration was given to the results of the load flow simulation analysis, the proximity to high-voltage transmission facilities, the feasibility of drawing the required HV power, and availability of real estate.

Metrolinx has agreed in principle with Hydro One that Hydro One shall design, implement, and operate the TPS though the property shall continue to be owned by Metrolinx. Metrolinx will control all 25kV equipment and the main transformers in the TPS. The modalities of control of 230kV equipment located in the TPS will be worked between Metrolinx and Hydro One. The performance specifications of typical TPSS are presented in the following clauses in anticipation of the design to be provided by Hydro One.

Layout of a typical TPS is presented in Appendix A.

7.1 Spacing of TPF Sites

TPS sites shall be located, in general, at approximately 40-kilometre (25-mile) intervals along the Metrolinx right-of-way taking into consideration the availability and feasibility of HV interconnection points and the train operation plan.

SWS sites shall be located approximately midway between adjacent TPS sites. PS sites shall be located, in general, at approximately eight-kilometre (five-mile) intervals, between switching station and substation sites.

The phase-break locations of TPS and SWS should preferably be located on tangent level track with sufficient distance from stop signals to prevent stalling of trains at phase-break locations.

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1. All of the equipment necessary for the level of service, associated roadway, and ROW requirements.

2. Design requirements imposed by utility company and/or the local jurisdictional entities.

3. Space provisions for future equipment (normally 20 percent). 4. Space requirements for the placement and removal of equipment. Where practical, the footprints of different TPF (considering the above requirements) shall be as follows:

1. TPS (2 power transformers, each of 30-MVA capacity) with two high voltage utility supply circuits: 65 metres X 50 metres (200 feet X 160 feet).

2. SWS with 2, 10-MVA, 2x25-kV autotransformers: 50 metres X 30 metres (160 feet X 90 feet).

3. PS with 1, 10-MVA, 2x25-kV autotransformers: 40 metres X 30 metres (120 feet X 80 feet).

These are typical footprints of different TPF. Orientation of the TPF with respect to tracks, locations of utility supply circuits, equipment, and road access shall be determined on a site-by-site basis. Additional space may be required at TPF sites for vehicle parking, access roads, setbacks, landscaping, and construction. Additional space to the extent of 20% may be kept for future expansion/growth of the network.

For TPF sites, the TPSS detailed design, including interconnections to the OCS and power utility network, shall be carried out within the limits of the land plots and easements earmarked for this purpose.

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Access shall be provided between the TPF and the Metrolinx train track. If this cannot be provided, an alternate method of providing vehicular access to the trackside shall be provided.

There shall be a strain gantry located within the railroad right-of-way (ROW) parallel to and on the opposite side of the track from the TPF, with footprints exactly equal to that of the main gantry. The cross feeders are supported at both ends by the main gantry and the strain gantry respectively. Generally, no disconnect switch is mounted on the strain gantry.

If the TPF is located adjacent to the railroad ROW, the preferred option, the main (catenary feeding) gantry shall be located within the TPF fence. If the TPF is located away from the track, the main gantry shall also be located within the railroad ROW, parallel to and toward the TPF side of the track. In this case, duct banks and manholes for laying power cables from the TPF to the main gantry shall be located on the strip of land provided for this purpose.

These two alternative arrangements are schematically depicted in Appendix A.

Where track alignment is on viaducts, the TPF shall be located on the ground, and power cables shall be routed from the TPF to the gantries located on the viaducts. Routing shall be through duct banks and manholes, and then onto the vertical columns of the viaducts. Where track alignment is in trenches, the TPF shall be located on the ground, and power cables shall be routed from the TPF to the motorized disconnect switch (MOD)

assemblies located adjacent to the trench alignment. Routing shall be through duct banks and manholes, and then onto the OCS. If the TPF is located adjacent to the trench

alignment, MODs shall be located within the TPF fence. Phase-breaks shall not be located in tunnels.

7.4 Access / Egress

Access to each TPF site shall be required both during construction and for operation and maintenance purposes. Roads for access to the TPF shall be designed in accordance with

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The design of the access roadways and equipment arrangement within the TPF shall ensure that equipment owned by or maintained by the local power utility company is located within acceptable distance from the access roadway, as specified by the relevant power supply utility.

7.5 Security

The design of the TPF sites shall include a barrier (e.g., fence, CMU block wall). The height of the barrier above finished grade shall be 2 metres (6’-6”) along the complete perimeter, to prevent unauthorized access.

The design of the access gates shall include a means to secure the gates and prevent unauthorized access.

All equipment enclosures shall have a Metrolinx approved locking device. The doorways at the prefabricated equipment enclosures shall include Metrolinx approved intrusion detection hardware, which shall be remotely monitored.

7.6 Parking Spaces

The number and sizes of parking spaces for O&M personnel to be incorporated into the design of each TPF site shall conform to Metrolinx existing specifications / standards /guidelines / instructions.

7.7 Drainage

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8. FEEDING AND SECTIONALIZING

8.1 Feeding

At each TPS, HV power shall be drawn from the power utility network at 230 kV. Two incoming circuits shall be required, each originating from different utility substations wherever possible, or at least from different bus systems. These may be carried on the same transmission towers. Two equally sized HV traction power transformers shall be provided at each TPS, each transformer supplied from a separate incoming circuit. Both transformers shall be energized under normal TES configuration, with one of them

supplying power to the feed section west/north of the TPS, and the other supplying power to the feed section to the east/south. The two feed sections shall be separated by a phase-break at the TPS. Both HV power transformers shall be individually capable of

supplying the full normal load of the TPS.

Note: Metrolinx has decided that Hydro One shall be designing and implementing the traction substations. Therefore, the design details of the substations are awaited from Hydro One.

8.2 Sectionalizing

Main Tracks

In order to limit the extent of an outage zone due to faults or maintenance, the catenary shall be sectionalized both between the tracks and longitudinally on the same track along the route. Longitudinal sectionalizing of the catenary shall be provided at the TPS, SWS, PS, and at all track interlocking’s and track turnouts. The sectionalizing at the TPS and SWS shall be of the phase break type; elsewhere, it shall be a regular sectioning gap (insulated overlap or air gap type on the main tracks, with section insulators permitted on crossover and turnout tracks).

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At track interlockings, the longitudinal sectionalizing gaps shall be provided with normally closed (N.C.) load break motorized disconnect switches. These can be opened during contingency operations to isolate a smaller segment of one track, either between adjacent interlockings (contained within an electrical section) or within an interlocking and the adjacent TPS, SWS or PS (contained within an electrical section). In either case, this shall permit single-track operations on the other track. At back-to-back crossovers, the sectionalizing arrangement shall be such that the catenary of any track on either side of the interlocking can be isolated selectively.

Concerning the negative phase, two parallel along-track NF shall be provided along the route (one per main track) regardless of the number of parallel tracks at a given location. Longitudinally, the NF system shall be sectionalized at the TPS, SWS and PS.

Power Supply to Sidings and Extra Terminal Tracks

As a rule, the power supply to short segments of track sidings that are not used for regular train service along the main line shall be derived from the adjacent main track via a N.C. no-load type motorized disconnect switch across the sectionalizing gap at the turnout. If the siding has turnouts from the main track at both ends, sectionalizing gaps and switches shall be provided at both ends, with one of the disconnect switches being N.O. and the other N.C. type. This feeding arrangement shall be used regardless of whether the track siding is close to a TPF or not. At terminals with more than two tracks, traction power for the additional tracks shall be derived from the main tracks in similar fashion (i.e., using N.C. motorized disconnect switches across sectionalizing gaps at the turnouts). Both sidings and extra terminal tracks shall be radially fed from the adjoining main track through a single connection point.

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breakers, buses, and other electrical equipment installed on line such as disconnect switches and phase breaks.

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9. INTERFACES & COORDINATION WITH HYDRO ONE

9.1 HV Utility Interconnections

An agreement shall be developed with Hydro One regarding the feeding arrangements on the high voltage side and the design, operation, and maintenance of the substation

facilities (see note, clause 8.1).

A typical view of HV equipment at a TPS is presented in Appendix A.

9.2 Impact on the HV Utility Grid

The load imposed by the railway’s traction power substations on the electric utility’s 3-phase 230-kV system shall be single-3-phase, nonlinear, and rapidly variable over time. Since each HV transformer shall draw power from only two phases of a three-phase system, this shall inevitably cause current and voltage imbalances in the HV supply grid. As a rule, the railway load is characterized by three factors:

1. Phase imbalance caused by the single-phase nature of the load. Of the current and voltage imbalances, the voltage imbalance is of greater concern, as it affects the power quality of other utility customers. 2. Voltage flicker, caused by the highly variable nature of the load. 3. Harmonic distortion, produced by the power convertors on the trains. In order to mitigate the effects of the unbalanced loading, the single-phase connections of the HV transformers shall be alternated from one pair of phases feeding one transformer

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9.3 Harmonic Distortion Limits

The traction power supply system per se, generally, does not produce harmonics. Harmonics are mainly generated by the traction unit of the rolling stock and because of occasional momentary loss of contact between the OCS and the pantograph of the moving train.

The harmonic distortion limits for individual and total harmonic distortion of voltage and current shall be followed per Tables 11-1, 10-3 and 10-4 of IEEE Std. 519, “IEEE

Recommended Practices and Requirements for Harmonic Control in Electrical Power Systems,” unless the limits imposed by the concerned power supply utility are more strict. If harmonic distortion exceeds the permissible limits, suitable harmonic filters shall be provided on the 25 kV side of the bus at TPS.

9.4 Voltage Unbalance

The TPSS installations shall conform to the voltage unbalance criteria specified in the relevant codes and standards.

9.5 Power factor

The TPSS design shall conform to the power factor requirements of the HV power utility. If needed, power factor correction equipment may be installed at TPS on the 25 kV side. Modern rolling stock, however, has almost unity power factor, and power factor

correction may not be required.

9.6 Voltage Clearance

The TPSS design shall conform to the requirements of standards and codes including Canadian Standard CSA C22.3 No. 1 in maintaining physical separation clearances around high and low voltage components.

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9.7 Metering

Metering equipment shall be provided at all TPS as per the requirements of Hydro One.

9.8 Feeding of Regenerated Energy Back into Hydro One Grid

Network

The Metrolinx trains shall use regenerative braking. Some of the regenerated energy shall be used by other trains within the feed zone of the same main transformer of the TPS as the braking train, or to meet the auxiliary power requirements of regenerative-braking train. The unused net regenerated energy shall have to be either dissipated in the rheostatic braking resistors of the train or in the automatic assured receptivity units of the TPS, or alternatively fed back into the HV network of Hydro One (See clause 20.3). Metrolinx shall discuss with Hydro One the logistics of feeding regenerated energy back into the Hydro One grid. The quality of regenerated energy shall conform to Hydro One specifications.

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10. ASSUMPTIONS FOR THE SIZING

10.1 Environmental/Climatic Conditions

The environmental/climatic data pertaining to the Metrolinx Electrification is given hereunder:

Environmental Requirements: Extremes

1. Temperature Range: -32.8 ºC to + 44.4 ºC 2. Maximum rainfall in 24 hours: 98.6 mm 3. Maximum snowfall in 24 hours: 48.3 cm 4. Humidex: 44.5

5. Elevation: 77 m

10.2 Electrical Data

The sizing of TPF has been based on the recommendations of the Electrification Study Report submitted by the DELCAN Arup JV and subsequent traction power load flow study done by LTK (refer to clause 3).

These studies were done to ensure that the TPSS can support the train operations plan described in clause 19 both under normal operating conditions and under ‘single contingency conditions’ as described therein.

Ratings and configuration for each type of TPF shall be standardized to the extent practical. In general, each TPS shall have two 30-MVA power transformers, each SWS shall have two 10 MVA autotransformers and each PS shall have one 10-MVA

autotransformer.

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Table 2: Major Electrical Data

Parameters 230 kV equipment (at

incoming HV system voltage)

25 kV equipment (at overhead contact system voltage)

Rated frequency 60 Hz 60 Hz Rated Voltage 230 kV 25 kV Hydro One incoming

current

XX N/A

Lowest non-permanent voltage

XX 17.5 kV

Lowest permanent voltage XX 19 kV Nominal Voltage 230 kV 25 kV Highest permanent Voltage XX 27.5 kV Maximum current flowing

into each Hydro One incoming feeders

XX N/A

Note: xx denotes information to be obtained from Hydro One. Hydro One may also confirm other HV data.

10.3 Verification of Configuration

The configuration of the TPSS, including locations of TPF; the ratings of major equipment, such as transformers and autotransformers; and ampacities of OCS conductors shall be confirmed by a computer based traction power load flow study.

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11. TRACTION POWER SUPPLY ARCHITECTURE

11.1 Components

The traction power supply system (TPSS) is comprised of traction substations (TPS), switching stations (SWS), and paralleling stations (PS). These are described in brief in clause 6 and clause 7, above. Schematic sketches of TPSS components showing one TPS, SWS, and PS each are presented in Appendix A.

Sometimes SWS and PS are considered a part of the traction power distribution system (TPDS). This Performance Specification contains TPS architecture and general location requirements of all TPF. The architecture of SWS and PS is presented in the allied Section EPS-02000: Traction Power Distribution System.

The TPSS also contains wayside power control cubicles (WPC). WPC is an enclosure for power supply equipment for the operation of motorized disconnect switches and the associated Supervisory Control and Data Acquisition (SCADA) equipment located at the wayside.

The TPSS architecture is described in the following clauses.

11.2 Traction Power Substation (TPS)

A TPS is an electrical installation in which power is received at high voltage and transformed to the voltage and characteristics required at the OCS for the nominal 2x25 kV system, containing equipment such as transformers, circuit breakers and

sectionalizing switches. It also includes the incoming high voltage lines from the power supply utility.

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HV Connection Scheme

At each TPS, two separate 3-phase HV circuits shall be drawn from the power utility network. These circuits should be originating from different utility substations wherever possible, or at least from different bus systems. These may be carried on the same transmission towers. Two equally sized HV traction power transformers shall be

provided at each TPS, each transformer supplied from a separate incoming circuit. Both transformers shall be energized under normal TES configuration, with one of them

supplying power to the feed section west/north of the TPS, and the other supplying power to the feed section to the east/south. The two feed sections shall be separated by a phase-break at the TPS. Both HV power transformers shall be individually capable of

supplying the full normal load of the TPS.

The HV transformers shall be single-phase, with their primary windings connected to two phases of the utility’s 230-kV, 3-phase system. The secondary winding of the HV

transformer shall be either:

1. A single winding with a grounded midpoint connected also to the running rails, or

2. Two separate counter-phase secondary windings connected in series, with the common point grounded and connected to the running rails.

Configuration and Operational Flexibility

The TPS re-configuration capabilities shall be such that a single transformer shall be able to supply power to the feed sections both west/north and east/south of the TPS in an event such as:

1. Power loss to one of the incoming 230 kV feeder lines,

2. Temporary outage of one of the transformers or transformer-related equipment, or

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two different catenary electrical sections. (Similar requirements apply to four main track sections).

The “negative” bus of the TPS—the bus supplying power to the along-track NF—shall be sectionalized likewise. Tie-breakers of both the catenary and the NF buses shall be interlocked with each other so that they open and close together; these shall, in effect, be two-pole breakers. To prevent inadvertent bridging of two incoming supplies, the tie-breakers shall also be interlocked with their associated disconnect switches and the main transformer circuit breakers.

The outer terminals of the secondary winding of each HV transformer shall be connected to the positive and negative buses (the bus sections corresponding to the particular transformer) through a two-pole circuit breaker. The positive and negative buses in turn shall be connected to the catenary and NF, respectively, through single-pole circuit breakers and in-series connected no-load motorized disconnect switches.

Jumper type motorized, N.O., load-break disconnect switches shall also be provided, connected between each pair of in-phase, same-side, single-pole circuits to allow for one 25 kV circuit to feed both track sections under emergency conditions of feed extension because of complete failure of any TPS. Furthermore, N.O. trackside motorized load-break switches shall be installed at the substation’s phase load-break, to provide in emergency conditions for electrical continuity between the catenary and NF, respectively, on either side of the phase break. The flexibility and re-configuration capability of the single line diagram of the TPS on the 50/25 kV side shall be such that a loss of one single-pole circuit breaker, or disconnect switch, or interconnecting cable still allows the TPS to feed the whole feed zone of the TPS without having to de-energize one of the HV

transformers.

11.3 Switching Station

In Switching Stations (SWS), the supplies from two adjacent TPS are electrically separated; also electrical energy can be supplied to an adjacent but normally separated electrical section during contingency power supply conditions. An SWS also acts as a

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Details about SWS architecture are presented in the allied Section EPS-02000: Traction Power Distribution System.

11.4 Paralleling Station

This is an installation that helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders (NF) and the catenary conductors are connected to the two outer terminals of the

autotransformer winding at this location with the central terminal connected to the rail return system. OCS sections can be connected in parallel at PS locations.

The typical layout of PS is presented in Appendix A.

Details about PS architecture are presented in the allied Section EPS-02000: Traction Power Distribution System.

11.5 Wayside Power Control Cubicle

In addition to the above TPF, wayside power control cubicles (WPC) shall be located at railway stations, including the universal crossovers at both ends, and on the wayside at universal crossovers, at rolling stock maintenance facilities, and at wayside infrastructure maintenance facilities. WPC is an enclosure for power supply equipment for the

operation of motorized disconnect switches and the associated SCADA equipment located at the wayside. Every WPC shall have, in general, a footprint of 3 metres X 2.5 metres (10 feet X 8 feet). The number of WPC at each site shall depend upon the site conditions, the layout of track including crossovers and MODs, the location of the

auxiliary power source, and the routing of cables. The requirement and locations of WPC shall be suitably optimized in consultation with the OCS, Signalling, and

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The design of each WPC shall include:

1. All equipment provided therein; 2. Grounding system;

3. SCADA interface with the Communications system; and

4. Auxiliary power and SCADA interface with the OCS system at the operating panel of the MOD.

11.6 Traction Power Supply for the Rolling Stock Maintenance

Yard

The traction power supply for the rolling stock maintenance yard shall be supplied from a separate circuit breaker on the TPF located nearest to the rolling stock maintenance yard. It shall be a 1x25 kV system with independent protection and sectionalizing

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12. DESCRIPTION OF 230 kV AND 25 kV EQUIPMENT

12.1 230 kV Equipment in the Traction Power Substation

Each traction power substation shall, in general, have the following 230 kV equipment: 1. Two 230 kV circuits from the power supply utility grid, preferably from different substations, at least from different buses of the same substation. The circuits could be overhead or underground conductors depending upon the design by the power utility.

2. 230 kV utility disconnect switch; 3. 230 kV circuit breakers;

4. Lightning Arresters 5. Grounding and bonding 6. Protective relaying

7. 230 kV side metering equipment including current and voltage transformers, meters, and other equipment as required; and

8. Single phase power transformer with 230 KV primary winding and 2x25 kV secondary winding.

Hydro One shall be designing and constructing or implementing the traction substations. Therefore the performance specifications shall depend upon Hydro One’s design.

Typical brief specifications of (a) HV switchgear and (b) power transformers are presented in Appendix B.

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3. 25 kV single-pole switchgear 4. 25 kV double-pole isolator 5. 25 kV single-pole isolator 6. 25 kV cables

7. 25 kV raceways, cable troughs and trays 8. Lightning arresters

9. Protection relays

10. Grounding and bonding system

Typical brief specifications for equipment items are presented in Appendix B.

12.3 2x25 kV Equipment in the Switching Stations and

Paralleling Stations

The SWS and PS shall have the following 2x25 kV equipment:

1. Autotransformers – two for each SWS and one for each PS 2. 25 kV equipment enclosures 3. 25 kV double-pole switchgear 4. 25 kV single-pole switchgear 5. 25 kV double-pole isolator 6. 25 kV single-pole isolator 7. 25 kV cables

8. 25 kV raceways, cable troughs and trays 9. Lightning arresters

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12.4 1x25 kV Equipment in the Traction Power Supply System

The traction power supply system shall have the following 1x25 kV equipment: 1. 25 kV/600V auxiliary transformers

2. Associated switchgear 3. Protective relaying 4. Lightning arresters

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13. LOW VOLTAGE DISTRIBUTION ARCHITECTURE

13.1 Auxiliary and Control Power

Auxiliary power at prefabricated equipment enclosures (for lighting, receptacles, and the like) can be derived from:

1. Two local power utility services; or

2. Locally by tapping of each 25 kV bus and transforming to the utilization voltage through auxiliary transformers ; or

3. One local power utility service and one tapping of the 25 kV bus (which is transformed to the utilization voltage).

The arrangement at each site shall be site-specific, reliable, and economical.

The primary auxiliary power source shall be switched to the secondary auxiliary power via an automatic transfer switch.

The auxiliary transformer shall be sized based upon the demand electrical load.

Auxiliary transformers may be indoor or outdoor type, with suitable enclosures according to their location.

Control power at traction power facilities shall be 125 V dc and originate from a battery and battery charger.

13.2 Emergency Power

Emergency Electrical Loads

Emergency electrical loads are those ac and dc electrical loads required to be in operation during a disruption in the normal power supply to a TPF. These electrical loads include, but are not limited to, the following:

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4. Control Power.

5. Emergency Lighting System

Refer to GO Transit Design Requirements Manual for additional requirements.

Emergency Power Requirements

An emergency power source, i.e. uninterruptable power supply system, (UPS), rated for at least 8 hours connected electrical load, shall be provided for all emergency lighting, exit signs, and other vital equipment located at TPF. In addition to the noted electrical loads, the emergency power source shall be able to support at least three operating cycles (in which a trip and close operation constitutes one cycle) of all circuit breakers

simultaneously.

The design of the batteries shall be Lithium Ion or VRLA or approved equivalent, which shall have a life expectancy of at least 20 years and be low maintenance.

Transfer from the normal LV power source to the emergency power source shall be automatic.

The design of each TPF shall include a receptacle and associated switching equipment to permit the connection of a portable diesel generator during abnormal operating

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14. TES SCADA AND PROTECTION SYSTEM

The control, automation, protection and communication tasks for the traction power supply and distribution system will be done by a local network inside the traction power facilities (TPF) and wayside power control cubicles (WPC) and by a line network allowing communication / data transfer between the TPF, WPC and the operations control center (OCC).

14.1 TPSS SCADA

The TPSS SCADA is described in the allied Performance Specification Section EPS-08000: SCADA.

14.2 Electrical Protection System

General Requirements

The primary aim of the electrical protection system is to protect persons and equipment in case of electrical faults or overloads.

A properly coordinated and selective protection system shall be designed to ensure that any electrical faults or overloads are detected and cleared rapidly without unnecessarily interrupting power to healthy sections of the TES.

Primary and backup protection shall be provided to achieve the required redundancy. The protection system shall be graded to ensure that faults are cleared by the protection devices located closest to the fault and the area of interruption is minimized. The fault clearing time shall be suitably designed to ensure safety of personnel.

The protective devices shall discriminate properly between faults or overload conditions and train starting and accelerating conditions.

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The reclosing of switchgear after fault/overload tripping may be manual or automatic. This aspect shall be decided for each system taking into consideration potential delay to trains because of power supply dislocation versus safety of personnel.

The protection system design shall be coordinated with the utility power provider’s protection system.

The maximum anticipated short circuit current shall be determined at all switchgear buses and protective devices, which shall be selected with short circuit ratings exceeding the available fault levels.

Busbars, cables and overhead conductors shall be rated to withstand short circuit currents without damage for a time sufficient to allow protective devices to operate.

The protection system shall prevent the paralleling of two out-of-phase supplies at traction power substations or switching stations.

Measures shall be taken to insure that equipment is protected against transient overvoltage resulting from lightning and switching surges. This includes the proper coordination of insulation levels throughout the power distribution system and the provision of a properly designed low impedance grounding system.

Protection System for TES

230 kV Transmission Line Protection: This aspect shall be coordinated with Hydro One, the power supply utility.

2x25 kV Bus Protection: Primary protection for the 2x25 kV indoor switchgear is provided by high impedance bus differential relays. Backup protection is via delayed instantaneous trip overcurrent relays and time overcurrent relays.

Catenary and Negative Feeder Protection: Primary protection for catenary and negative feeder circuits is provided by directional impedance relays. Backup protection is via time

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2. Incorporate fault location and discrimination capabilities, including automatic circuit breaker reclosing for catenary and NF circuits, as well as manual local and remote re-closure management.

3. Provide proper coordination and selectivity for rapid fault clearance to the affected area of the system only, preventing as much as possible the loss of power to healthy sections of the TES.

4. Adequately discriminate between short-term high loads and fault conditions.

Each HV transformer and autotransformer shall be provided with protective devices, including but not limited to the following:

1. Overcurrent relays on the primary side (HV transformers only), 2. Differential relays,

3. Ground overcurrent relay on the secondary side, 4. Over-temperature protection, and

5. Oil-level and oil-pressure detection relays and alarms.

Catenary and NF circuit breakers shall be provided with electronic, microprocessor-based protective relays and devices to protect against short-circuits and conductor overloading conditions. The number and type of protective devices for a particular circuit breaker shall be based on the overall relay protection scheme for the TES.

Protective Relaying Scheme for Catenary and NF Fault Detection

Circuit breakers equipped with distance relays shall feature multi-stage auto-reclosing capability. Catenary and NF circuit breakers shall have separate protective relaying. The preferred relay protection scheme shall be based on the following general principles: The distance relays shall be located in the TPS, SWS, and PS, and shall be set to protect the feed section for either the catenary system or the negative feeders. The negative feeders shall be protected between either the TPS or PS, or between the PS and SWS, as the case may be. Once the fault occurs, the circuit breakers of both TPFs on either side of

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If it is a permanent fault, both these circuit breakers shall trip again. The Traction Power Director located in the Operation Control Centre shall deem it to be a permanent fault and take suitable action to isolate the faulty section and inform the TES maintenance

organization. The operator shall also advise the corresponding traffic controllers to take other mitigating operating actions like controlling or diverting trains, or initiating single-track operations. The length of the section under single-single-track operations can be

minimized by suitable switching operations of the motor operated disconnects at the crossovers and the circuit breakers at the affected TPFs.

The procedure for fault isolation (i.e., limiting the power loss between adjacent

crossovers on one track) can either be automated (driven by PLC-based logic) or manual (conducted by the traction power operators in the Operation Control Centre using remote control of circuit breakers and motorized switches).

The protective relaying scheme outlined above shall be analyzed for both normal and contingency configurations of the TES.

Additional Protective Provisions of Traction Power Facilities

The TES design presupposes running rails electrically insulated from ground, but

connected to ground at intervals, through the neutral points of impedance bonds (at least at TPF locations). A part of the return current shall flow through the running rails

because they are part of the traction return system. Because of the impedance of the rails, this return current flow shall cause a voltage with respect to the ground, especially at locations away from the ground connections.

Electrical safety of the TPSS shall be achieved by:

1. The installations shall be designed and tested such that the permissible touch voltages caused by the traction system under fault conditions or in operating conditions shall not exceed values specified in the Section

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EPS-one return cable. The connection to the running rails is through impedance bonds.

4. Fuses, non-lockable switches, and joint straps that can be released without a tool shall not be installed in the return circuit.

The rated impulse voltage UNi and the short-duration power-frequency (ac) test level voltage UA (kV rms) shall be as given in Table 3: Rated Impulse Voltage and the Short-Duration Power-Frequency (ac) Test Level Voltage. (Refer to Canadian Standard CSA-C22.3 No.8 – Railway Electrification Guidelines).

Table 3: Rated Impulse Voltage and the Short-Duration Power-Frequency (ac) Test Level Voltage

Rated Impulse Voltage and Power Frequency Test Voltage

Rated Impulse Voltage UNi (kV

crest)

Short-Duration Power-Frequency

(ac) Test Level Voltage UA

(kV rms)

Between Catenary/Negative

Feeder and Ground 150 75

Between Catenary and Negative

Feeder 300 120

All traction power facilities shall be fenced against unauthorized access. At locations where TPF are located adjacent to the Metrolinx right-of-way, a fence shall be installed for the complete length of the TPF site between the TPF and the trackside.

The grounding of TPF shall be integrated into the general grounding system along the route to comply with the requirements for mitigating electric shock as specified above.

Electrical Protection Coordination with Rolling Stock

The protection system for the TES shall be designed for a maximum catenary - rails short-circuit fault current of 15 kA (Refer to Table 7 in European Standard EN 50388 –

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Compatibility of protective systems between traction unit (rolling stock) and TPS shall be verified for the following:

1. When any internal fault occurs within the traction units (rolling stock), both the TPS feeder circuit breaker and the traction unit circuit breaker may trip immediately. However, the traction unit circuit breaker should trip in order to avoid the substation circuit breaker tripping.

2. After the substation circuit breakers have tripped, these breakers shall be capable of being reclosed either automatically or manually only, say, after a lapse of at least three seconds.

3. The traction unit circuit breakers shall trip automatically within three seconds after loss of line voltage.

4. On re-energization, the traction unit circuit breaker shall not reclose within three seconds of the line being re-energized.

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15. GROUNDING, RETURN CURRENT, AND LIGHTNING

PROTECTION

The purpose of grounding and bonding system is to establish the basis to accomplish the following:

 Provide for the electrical safety of rail system personnel, passengers, and other public.

 Protect the integrity of rail operations and of maintenance requirements from electrical hazard.

 Protect equipment, cabling, buildings, and structures from electrical hazard. The grounding and bonding of TPSS is described in the allied Performance Specification Section EPS-03000 Grounding and Bonding.

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16. POWER AND CONTROL CABLES DESCRIPTION

16.1 General

All electrical conductors shall be copper. Conductors and cables interconnecting equipment and/or cabinets shall be enclosed in raceways or cable tray systems.

16.2 25 kV Cables

Insulated traction power cables shall be single-conductor with concentric neutral, shielded, external non-metallic jacket that is low smoke and sunlight resistant. The cables shall be suitable for installation in wet or dry locations, in underground conduit or exposed to the weather. The cables shall be rated for 30 kV phase-to-ground, and have 133 percent insulation level. See NFPA 130 for requirements of conductors when routed through tunnels, and see Military (MIL) standard 246431 series.

The cables shall be rated for 90 ºC continuous conductor temperature, 130 ºC for

emergency short-term operation, and 250 ºC for short circuit conditions. The conductors shall be copper, with Class C stranding. The shield and concentric neutral shall be grounded at one end only, at the station ground bus, to avoid circulating ground return currents through the shield and neutral wires.

Traction power cables that connect both the 25 kV ac feeder breakers to the catenary and negative along-track feeders, and the running rails to the return bus, shall be sized to carry the maximum rms load currents, with due consideration for the installation environment. Cables shall be de-rated for installations in common underground duct banks or cable trays.

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16.3 Low Voltage Cables

Low voltage ac and dc power and control cables shall be copper conductors, rated for 600 V ac, with maximum conductor temperature of 90 ºC, and shall be suitable for

installation in conduits, ducts, cable troughs, and cable trays. Cables exposed to the outdoor environment shall have a weather resistant jacket.

Instrumentation cable shall be 600 V insulated, multiple shielded, certified for installation in conduits, ducts, cable troughs, and cable trays. For multi-pair twisted cable, each pair shall be individually shielded and the cable shall have an overall shield insulated from the individual pair shields.

Cable splices shall not be permitted.

16.4 Segregation

Insulated cables of different voltage classes shall not occupy the same conduit, cable tray, pull box, or manhole.

An underground ductbank may contain conduits for low voltage power and control cables, as well as high voltage traction power cables. However, separate pull boxes shall be provided for each type of cables.

For increased flexibility and system reliability during maintenance, 25 kV positive feeder conductors, 25 kV negative feeder conductors, and rail return feeder conductors shall not be routed through the same manholes and pull boxes. At TPF, if cables for the positive, negative, and neutral circuit need to share an overall common enclosure (such as cable trench), then partitions or barriers shall be provided to achieve circuit separation.

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17. INSTALLATION GUIDELINES

Hydro One shall be designing and constructing or installing the TPS. Installation guidelines shall be developed later when design inputs from Hydro One are available. The system shall conform to all applicable codes, standards, and guidelines including specifications of Hydro One and equipment manufacturers’ instructions.

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18. TESTING

The equipment, assembly, sub-system, and the system shall be tested per the NETA ATS – Standard for Acceptance Testing Specifications for Electrical Power Equipment and Systems (2013), other applicable codes, standards, and the manufacturers’ guidelines. All 230 kV equipment including circuit breakers, buses, disconnect switches, protection and metering equipment, main transformers, and possibly 25 kV equipment such as switchgear, buses, and disconnect switches in the TPS shall be designed, procured and installed by Hydro One (see note, clause 8.1). This clause shall be further populated once detailed information is available.

In anticipation of receipt of information from Hydro One the following testing requirements are specified:

18.1 Factory and Installation Tests

Factory tests shall include design and production tests performed prior to shipment of the equipment. Unless otherwise indicated, Metrolinx may waive the requirements for design tests upon review of test procedures, test results, and/or certified documentation of like equipment. Tests results on like equipment or materials shall be submitted for the design tests that are to be waived.

All wiring within the respective cubicles and control panels and all interconnecting wiring between cubicles shall be tested before shipment. All wiring shall be checked for accuracy, open circuits, short-circuits, ground connections, and insulation integrity by means of high-potential, continuity, and operational tests. All wiring shall be given a high-potential test of 2,500 volts dc to ground for one minute. The wiring shall be checked completely, including inter-connections required at shipping splits.

Pre-Packaged Control Building:

Perform water test at building joints.

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having velocities 5.081 mps (1,000 fpm) or more, by inclined manometers (draft gauge) and magnehelic gauges. Perform air measurements required for ducts having velocities of less than 5.081 mps (1,000 fpm) with micro-manometers, hook gauges, or similar low pressure instruments. Seal openings in ducts for Pitot tube insertion with snap-in plugs after air balance is completed. Determine outlet and inlet air quantities by direct reading velocity meters in accordance with the register and grille

manufacturer’s recommendation.

2. Obtain total air quantities by adjustment of fan speeds or blade setting. Adjust branch duct air quantities by volume or splitter dampers,

permanently mark damper operators after air balance is complete so that they can be restored to their correct position if disturbed at any time. Maintain highest possible fan efficiency during balancing.

3. Volume damper may be used to balance air quantities at outlets and inlets provided final adjustments do not produce objectionable sound levels or drafts. Air quantity adjustment by outlet deflectors, grids, or air scoops shall not be permitted.

High Voltage AC Power Cables

As a minimum, the following production tests shall be performed: 1. Conductor Resistance,

2. Insulation Resistance, 3. High Voltage ac,

4. Shield Resistance Measurement, and 5. Partial Discharge (Corona).

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The manufacturer’s standard tests shall be performed on all battery chargers.

Distribution Panels – The manufacturer’s standard production tests shall be performed on all ac and dc distribution panels.

Traction Power Transformers

Design Tests: Design tests shall be performed by manufacturer on one transformer prior to series production.

Routine Tests: Routine tests as specified in Table 4: Routine and Design Tests of Traction Power Transformers shall be performed by manufacturer on each transformer. Tests specified in Table 4 shall be performed in accordance with ANSI/IEEE C57.12.90 unless otherwise specified in this Specification.

Table 4: Routine and Design Tests of Traction Power Transformers TESTS Routine Design Resistance Measurements X

Ratio (Note 1) X Polarity and Phase Relation X No-Load Losses and Excitation Current X Impedance Voltage and Load Loss (Note 2) X

Temperature Rise (Note 3) X Dielectric Tests:

Low Frequency (Note 4) X Lightning Impulse (Note 5) X

RIV (Partial Discharge) X Insulation Power Factor X Insulation Resistance X Audible Sound Level (Note 6) X Short-Circuit Capability (Note 7) X Mechanical:

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Note 1: Ratio test shall be performed on all tap positions of the load tap changer. Note 2: Short circuit impedance and reactance measurements shall be performed on the

nominal tap position and on the extreme tap positions of the load tap changer. Note 3: Temperature rise test shall be performed in accordance with the procedure of

the ANSI/IEEE C57.12.90.

Note 4: Partial discharge measurement shall be performed during the induced voltage test to demonstrate that there is no damaging corona.

Note 5: If the load tap changer is located at the centre point of the primary winding, the manufacturer shall ensure that the load tap changer shall be subject to the full wave impulse voltage. The appropriate test procedure shall be submitted for approval. Impulse tests shall be performed with the LTC on nominal and extreme positions.

Note 6: Sound level shall not exceed the values specified in NEMA standard TR1. The load tap changer shall be on the tap position on which the highest audible sound level is produced.

Note 7: Short circuit tests may be required on one unit.

Note 8: Routine tests shall be performed on the load tap changer when completely assembled on the transformer. Routine tests shall be performed in accordance with relevant standards.

Installation Tests – The following tests shall be performed after installation of each traction power transformer:

1. Insulation test between windings, all windings to ground, and core to ground using 2,500 Vdc megohmmeter;

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Auto Transformers

Design Tests: Design tests shall be performed by the manufacturer on one

autotransformer prior to series production. This autotransformer shall be subject to the design tests specified in Table 5: Routine and Design Tests of Autotransformers. Routine Tests: Routine tests as specified in Table 5 below shall be performed by manufacturer on each autotransformer.

Tests specified in Table 5 shall be performed in accordance with ANSI/IEEE C57.12.90 unless otherwise specified in this Specification.

Table 5: Routine and Design Tests of Autotransformers

TESTS Routine Design

Resistance Measurements X

Ratio X

Polarity and Phase Relation X No-Load Losses and Excitation Current X Impedance Voltage and Load Loss X

Temperature Rise (Note 1) X Dielectric Tests:

Low Frequency (Note 2) X Lightning Impulse X

RIV (Partial Discharge) X Insulation Power Factor X Insulation Resistance X Audible Sound Level (Note 3) X Short-Circuit Capability (Note 4) X Mechanical:

Lifting and Moving Devices X

Pressure X

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Note 2: Partial discharge measurement shall be performed during the induced voltage test to demonstrate that there is no damaging corona.

Note 3: Sound level shall not exceed the values specified in NEMA standard TR1. Note 4: Short-circuit test may be required on one unit.

Control and Indication Panels

Relays:

1. Design Tests: Design tests shall be, or shall have been, performed on one relay of each type and rating in accordance with ANSI/IEEE C37.90. 2. Production Tests: Production tests shall be performed on all relays in

accordance with ANSI/IEEE C37.90.

3. Functional tests of all devices by secondary injection (simulating input and output as necessary.

Meters:

1. Design Tests: Design tests shall be, or shall have been, performed on one metre of each type and rating in accordance with ANSI/IEEE C39.1. 2. Production Tests: Production tests shall be performed on all metres in

accordance with ANSI/IEEE C39.1.

3. Functional tests of all devices by secondary injection (simulating input and output as necessary.

Annunciator Panels:

1. Design Tests: Design tests shall be, or shall have been, performed on one annunciator panel of each type with all accessories in place in accordance with ANSI/IEEE C37.20.1, ANSI/IEEE C37.20.2, and ANSI/IEEE

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Programmable Logic Controls (PLC):

1. Design Tests: Design testing shall include voltage spike test, current spike test, radio frequency noise test, vibration test and electrostatic discharge test.

2. Production Tests: Production tests for the PLC shall include burn-in of completed processor, all I/O modules, and power supplies for a minimum of 24 hours to maximum of 100 hours depending upon device complexity. During this test, power shall be periodically cycled with the units

functionally operating and continually tested and monitored. Lighting System:

1. Schedule adjustment of exterior lighting system installations to occur during hours of darkness.

2. Test lighting circuits for continuity and operation.

3. Test fixtures and equipment enclosures for continuity of grounding system.

4. Aim and adjust fixtures to provide desired distribution pattern. 5. Test time switches, control devices, and contactors for connection in

accordance with wiring diagram.

6. Check tightness of cable connections of time switches, lighting contactors, photo electric controls and limit switches.

7. Test operations of circuits, control devices, and contactors.

Upon installation the following features shall be tested and certified for each traction power substation, switching station, paralleling station and WPC (as applicable):

1. Fire Detection System 2. Intrusion Alarm System

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Instrument Transformers

The instrument transformers shall undergo all routine tests identified in ANSI/IEEE C57.13, including but not limited to:

1. Applied voltage test for primary and secondary windings. 2. Induced voltage test for secondary winding.

3. VT accuracy tests on ratio correction factor and phase angle to confirm 0.15 percent performance at 100 percent voltage on each tap at burdens "O" and "Y".

4. Polarity check.

5. The test standard and ANSI burdens shall be rated and certified by the National Institute of Standards and Technology for accuracy testing of 0.15 percent production units.

In addition to the ANSI standard tests for new equipment designs, the following tests shall also be performed on each unit:

1. Insulation power factor (dissipation factor) test to confirm that the insulation power factor of the transformer is equal to or less than 0.5 percent.

2. Partial discharge test shall be performed on each unit to confirm that the unit is partial discharge-free at a minimum of 135 percent of operating line to ground voltage. During the PD test, the unit shall be raised to minimum prestressed level of 200 percent of line to ground voltage.

3. Vacuum leak test down to 80 microns to ensure integrity of welded joints and gaskets.

Electrification Performance Specification EPS Traction Power Supply System Final Version 7

Metrolinx Electrification Project